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Published h\^ 


^ Frank Watcrhouse, Pres. 

cattle, Washindton, U.S.A. 


l^arbarH College librars 


ce Brokers and 
?e Adjusters 

lifornia Street 




Head Office 
tlliam Street, New York 

Chicago Cleveland Buffalo San Francisco Seattle 
New Orleans London Christiana 


Digitized by V3V_^V^V l\^ 

W. R. GRACE & CO. 

Importers, Exporters, Letters of^ Credit 
Foreign Exchange, Cable Transfers 



Johnson Line 

Direct Bi-Montlily Service Between San Fancisco and Scandinavian Ports 

Atlantic and Pacific S. S. Co. 


Atlantic and Pacific Coast Ports— Direct Service, No Transshipment 

Merchants Line 
United. States and Pacific Line 

• « 

Operating Between Atlantic and Pacific Coast Ports and West Coast South America 

EXPORTERS of All American Products, including especially 

Iron and Steel, Salmon, Flour, Canned Goods, Dried Fruits, Chemicals, Lumber 

and Machinery. Also Nitrate (direct shipments from Chilean Nitrate 

Ports to Japan and other Far East destinations), CoflFee 

IMPORTERS of AU Raw Materials from South and Central 

America, Japan and Far East, including Wool, Cotton, Hides and Skins; 

all edibles: Rice, Beans, Cocoanuts, Peanuts,Tapioca, Pepper, 

Cassia, Tea — Oils, Copra, Rubber, Jute, Hemp 

Large Stocks of Oriental Imports carried at San Francisco 4 Seattle 

SAN FRANCISCO: 332 Pine Street NEW YORK: Hanoyer Square 

CALCtnTA, INDIA: Grace Brothers (India) Ltd. 
SHANGHAI, CHINA: Grace China Company, Ltd. 

LONDON and LIVERPOOL: Grace Bros. & Co., Ltd. MONTREAL: Grace & Co., Ltd. 


Seattle LO0 Angeles New Orleans j Ari?Tvni?Q i ^^^^^^^^ ^^^ Nicaragua Chile 
Fetn Guatemala Salvador ) ( Panama Ecuador Bolivia 

W. R. Grace & Co.'s Bank, NEW YORK 


Digitized by 


Cable Address 
"Pexim" New York 

Correspondence solicited 
in all languages 




Tin Plates 
Lead Ingot 
' Zinc 


Farming Implements 

Power Plants 





Vacuum Apparatus 

Oil Crushing Plants 

Gas Producers 

Chemical Plants 

Lithographing Equip- 

Oxygen and Hydrogen 

Rice Machinery 

Rope, Manila, Sisals, 
Spun Yarn and 

"Peerless" Service 

''All that the word implies' 

Branches and Agents 

of Cuba 
Muralla 42, Habana 



73 YamashiU-Cho 

Yokohama, Japan 

Buenos Aires 

Rio Janeiro 








IF YOU HAVE commodities to 
offer for sale here we solicit your 
samples and prices. We import raw 
and manufactured products. 


Logwood Extracts 

Paraffine Wax 

Prussiate of Potash 

Pmssiate of Soda 



Soda Ash 

Sodium Bicarbonate 



Match Wax 

Genuine Red and White 
Lead, Dry and iB Oil 

Bichromate of Potash 

Bichromate of Soda 

Bleaching Powder 

Calcium Chloride 


Caustic Soda 

Chlorate Potash 

Chlorate Soda 


Epsom Salts 

Quebracho Extract 



^Hyposulphate of Soda 

Paints and Colors 


Peerless Electric Fans 





Peerless Electric Iron 

Zenith ''Polar*' Zinc Oxide 
Zenith ''Peerless^ Zinc Oxide 
Zenith ''Arctic" Zinc Oxide 
Zinc Dust I Zenith 

( American Extra Pure 



97-98% 90% through 350 mesh 
97-98% C 50% through 350 mesh 
( balance 10 to 200 mesh 

Peerless International Corporation 

Exporters, Importers, Engineers, Contractors 
Woolworth 'Building, New York, U. S. A. 


Digitized by 




. 11 



The vast plant covering twenty-seven acres, including blast furnace, 
steel mills and nut and bolt shops; the docks extending over a quarter of 
a mile along the Cuyahoga River; the steam and electric trains hurrying 
here and there inside the grounds; the big electric power-plant — all these 
are L'pson. 

Once you see the extent of Upson facilities, you understand how it is 
possible to produce 6,000,000 Bolts, Nuts and Rivets a day. 

And in these unusual manufacturing resources lies a^ big reason not 
only for Upson quantity but also for Upson quality. Only by producing 
on such a large scale is it possible for us to make our own pig-iron and 
our own steel and to control quality at every step. 

Upson Bolts and Nuts include practically every kind. Send for catalog. 


Upson Nut Co. 

Bolts, Nuts, Rivets, Open-Hearth Steel, Billets, Bars 

Cleveland, Ohio Uiiioiiville, Conn. 

New York, N.Y. Chicago, 111. 

Represented by 

San Francisco, Calirornia Atlanta, Georgia 

Digitized by 



Established 1896 


Incorporated 1905 

Freight Forwarding Company 


CHICAGO, 446 Marquette Building 
NEW YORK, 328 Whitehall Building PITTSBURGH, 437 Oliver Building 

BOSTON, 640 Old South BuUding . DETROIT, 527 Ford Building 

PHILADELPHIA, 272 Dr3xel Building SAN FRANCISCO, 245 Monadnock BuUding 

ST. LOUIS. 1537 Boatmen ? Bank Building SEATTLE, 402 Arctic Building 

LOS ANGELES. 518 Central Building 

Agents In All Principal Cities In the United States and Abroad 





We specialize in the handling of shipments moving overland and via 
Pacific Coast ports. 

We maintain our own offices at San Francisco and Seattle, which enn 
ables us to carefully supervise all shipments moving through those ports. 
The enormous tonnage controlled by our company enables us to obtain 
the lowest prevailing rates. We earnestly solicit the privilege of quoting 
on your next order. ASK JUDSON. 


This service is of particular interest to Shippers and Receivers of freight 
for the Orient. It enables them to gain the decided advantage of carload 
movement for their less-than-carload shipments and at the same time 
make a material saving in the through charges. We operate consoHdated 
cars from New York, Chicago and St. Louis. On your next order direct 
your supplier to USE JUDSON. 

Member Associated Freight Brokers and Forwarders 
of the Port of New York 

Cable Address ''Judfreco' 

Codes Used 

A. B.C., 5th Edition 
Western Union 

Digitized by 



Annual Number 





Published by PACIFIC PORTS, Inc. 



Pre$idenl Editor and Manager 

Digitized by VJ\^\^X "-^ 



JUL tttl^9'9 _,,, 



Copyright, 1919 


Pacific Ports, Inc. 


U. S. A. 

Digitized by 



Preface to the Fifth {1919) Edition 
of the Annual Number of 



►Singe the issuance of the fourth edition of this manual 
it has become, as is indicated above, the annual number of 
and supplemental to the regular monthly edition of Pacific 
Ports, now one of the leading foreign trade magazines of 
the world, giving especial attention to its chosen field- the 
commerce of the Pacific- 

As a result of this growth and combination, this publication 
will be found to be much more complete and comprehen- 
sive in the topics it covers and the information it supplies, 
without losing any of those features that, in former edi- 
tions, won for Pacific Ports its enviable standing and repu- 
tation as an authoritative and dependable handbook and 
lexicon of foreign trade. 

For the success that both the annual and monthly issues 
of Pacific Ports have achieved the publishers are deeply 
grateful and modestly proud, having in mind always the 
fact that to a discriminating and appreciative public is due 
both the credit of this achievement and an acknowledg- 
ment of many courtesies extended and received. 

As an annual number this manual will continue to be issued 
the first of each year. 

Digitized by ^<smkjkjwi\^ 


Digitized by 



General Index 

A Pace 

Aberdten Dock A WanhouM Go.. 109 

Aberdeen White 8Ur Line ISl 

Ahoj A Herrandei Co 4S6 

Aduran Golooehea A Co 160 

Adwrman Co., Inc., The 477 

Act. the Harter 223 

Adachl A Co.. 8 4S2 

Adameon, OUflllan A Co 141. 185 

Adelaide 8. 8. Co.. Ltd.. 06. 133. 257 

Admiral line 402 

Adrertlalnc and Salecmanahlp 70 

Aero Alarm Co 12 

Aetna Intoranoe Co 100.453 

Acenta. Uojd'a 238 

Asreement between Japan and the 

United SUtee 213 

Alnaworth A Dunn 173 

Alabama Dry Dk. A 8hlpbldff. Co. 407 

Alaaka 377 

Alaska Bane Cto 180 

Alaaka. Chance of Time In 252 

Alaaka ComL Co 105 

Alaaka Uchtce. A Com. Co 150 

Alaaka Pac. NaT. Co 178 

Alaaka Porta, Approximate Time 

between Seattle and 252 

Alaaka 8. 8. Co. 

..104. 122. 150. 178. 180.' 1*88. 106.* 250 

Alaaka. Wlreleas Batea to 

Albera Broa. Mllllnc Co.. 135. 136. 

.152. 156. 167. 174. 180. 188. 450. 543 
Alblna Enc. A Kkch. Wka. 

151. 156.400.406 

Albion Lomber Co 167 

Albion life. Co 220. 543 

Alexander A Baldwin 178. 348 

Alderaon A Co.. Pred 472 

Alhambra Clear A Clcarette Co... 548 
All-BuMlan Central Union of Co- 

operatlTe Sodetlea 486 

Allan Broa. A Co 04 

Allen. Lewla A Shafer Trana. Co. 


Allen Shlpbulldlnc Co 178 

Allen-8toltae Lumber Co 223 

Alliance Marine Ina. Co 100 

Allied Commerce Corp 40. 436 

Almarin Company IS. 4M 

Alpine Erap. Cream Co 450 

Alfes A Co.. J. If 116. 484 

AlauyeCa y Cla 85 

Amanakl Co.. Ltd 444 

Ambar A Co., E 420 

America. United SUtea of 372 

Am e r ican Aniline ProducU 433 

American Aalatlc Trdc. Co 

167. 160. 450 

American- Australian Line. The... 

144. 266 

American Can Co 153. 176 

Anwrlcan Brokerace Co 176. 450 

American Bureau of Forelcn 

Trade 436 

American-China Tradlnc Co 176 

American Creamery Mach. Co 136 

American EqulTalenta, Metric 8ys- 

toB and 413 

American Factors, Ltd 426 

American Hawaiian 88. Co 

118, 121. 127. 155. 167. 188. 180. 

204. 874 

American Import Co 167.450 

American International Corp 406 

American Japan Ttdg. Co 450 

American Mchy. A Exp. Co 474 

American Mancaneae 8teel Co 186 

American Mfra. Exp. A Imp. Co. 

176. 464 

Amerlean Mercantile Co 167. 450 

American-Oriental Balea Corp 

176. 451.466 

American PacUlc Co 450. 518 

American Paper Co. 518 

American Baflroarti, Canadian A. 280 
Amsricui Shlpbldc. Corp..... 406. 407 


Ameri can -Siberian Trdc. Co 176 

American Smeltlnc A Beflnlnc Co. 08 

American Steel Exp. Co 417.436 

American Table Sauce Co 176, 466 

American. The Averace 76 

American Tobacco Co 436 

American Tradlnc Co 

167. 100.' 205. 450 

American Trona Corp 127 

American Tuc Boat Co 107 

American Yukon Naricatlon Go... 250 

American A Asiatic 88. Go 203 

American A Indian Line 08 

American A Oriental line 

181. 208. 286 

Americana at the Port of Shanc- 

hal. Opportunltlea for 302 

Ames Shlpbldc. A Drydk. Co 

170. 402. 403.406 

Amalnck A Co.. Inc.. 436 

Amaterdam. Bataria Handelsvet.. 

101. 420 

Anaoortea Fisheries Co 86 

Anacortea Lumber A Box Co 86 

Andean l^adlnc Co 110 

Andersen A Co.. A. O 

166. 176. 448. 440,450 

Anderson. H. P 401 

Anderson, Meyer A Co 181.470 

Anderson. Bobert 434 

Anderson Shlpbldc. Corp 403 

Anderson 88. Co I80 

Anderson. Wricht A Co 08 

Anderson A Co.. B. B 178 

Anderson A Co.. Chaa. A 8 

Anderson A Mlskln 100 

Andrews A Co.. D. C 443, 450 

Andrews A Georce. Inc. .206. 474. 549 

Anceles Mill Co 148 

AncalUB San. Can Mchy. Co 127 

Anclia A Co 131. 4S2 

Anclo-Saxon Petrol. Co.. Ltd 01 

Anclo-Slam Corp.. Ltd 02. 420 

Animals. Export of 220 

Anti-Hydro Waterprooflnc Co. . . .540 

AntofacasU A BoUria Ry 87 

Apcar A Co., A. M.116, 398. 472. 482 

Apex Fish Co 86 

Apex Lumber Co., Ltd. 522 

Approximate Distance of Objecta 

When First Seen at Sea 408 

Approximate Time Between Seattle 

and Alaaka Ports 252 

Arch. Clark A Sons. Ltd 80 

AicuUl Bros 116 

Ariss, CampbeU A Ganlt 448 

ArkeU Safety Bac Co 510 

Arllncton Dock Co 173 

Arlow A Co.. Ltd.. R 422.482 

Armsby A Co.. J. K 127 

Armstronc. Geo 450 

Amhold Broa. A Co 116. 470 

Amhold. H. E 112. 181 

Amott. Ltd.. W 145 

Aroo A Co.. Inc. J 436. B553 

Arrow Line 167 

Artadl A Co.. G 140.446 

Articles in China. Duty Free 227 

Articas Riofrio A Co 263 

Asahl Glass Co 476. 548 

Asano Rhlpbldc- Co .^8 

Ash. Ltd..' Frederick 133 

Ashby Berch A Co.. Ltd 147 

Asia Bankinc Corp. 453 

Asia Tradlnc Co 176 

Asiatic- American Co 176 

Asiatic Petroleum Co 105 

Asiatics. N. Co 04. 181.186 

Associated Mfrs. Imp. Co.... 450. 540 

Associated OU Co 117. 135.155 

Astoria Boat Co 80 

Astoria Box Co 88 

AstorU Flourinc Mills Co 88 

Astoria Lumber Co 88 

Astoria Marine Iron Wks 410 

Astoria Pulp A Paper Mills Co. . . 88 
Atkins. KroU A Co 

135. 167. 160. 257, 450 

AUantlc Corp 406 

Atlantic Equipment Co 401 

Atlantic Gulf Far East Line 266 

Atiantic A Padflc 88. Co 

89, 121. 127. 155. 167 

Atlaa Imperial Gas Enclne Co 136 

Australia. Form of Declaration 

for 350 

Australia Mfc. A Imp. Co 472 

Australian Meat Exp. Co 06 

AustraUan-Oriental Line. 131. 144. 255 
Australian SUtes A New Zealand. 340 
AustraUan 88.. Ltd.. 06. 133. 257. 261 

Averace American. The 76 

Avoirdupois Pounds. Chinese Piculs 

. Reduced to 417 

Avoirdupois Pounds, Japanese 

Mommes Converted Into 417 

Avoirdupois' Pounds. Russian Poods 

Reduced to 417 

Avoirdupois Weicht 416 

Axelaon Machine Co 127 

Aylesbury A Hunter, Ltd 426 

Axuma Bros 176 

B. C. Marine. Ltd 308.502 

B. C. Sucar Refinery Co 108 

Babare Bros 188. 390. 407 

Bacnall A Hllles 206 

Bailey. Drake Co 436.450 

Bailey A Sidford 540 

Baker Dock Co 180 

Baker Iron Works 127 

Baker-Miller 8hipplnc Co 491 

Baker A Bro.. H. J 433 

Balcells Galofre. J 478 

Baldwin Shlpplnc Co 176 

Balfour. Guthrie A Co 

....152. 166. 176. 178. 188. 189, 

190. 108. 100. 200. 233. 445, <50 

Ballard Marine By., Inc 403 

Ballard Shlpbldc. Co 178 

Ballou A Co., F. P 529 

Balthazar A Son 158, 448 

Baltimore Drydk. A Shlpbldc. 

Corp 406 

Ban Co.. 8 156. 448. 538 

Ban Tek Slea Plantation A CatUe 

Ranch Co.. Iho 422 

Bank line Tradlnc A Trans. Co.. 160 

Bank of AustralasU 200 

Bank of California 517 

Bank of Montreal 157 

Bank of New South Walea. ..200. 831 

Bank of New Zealand 200. 381 

Banker A Co 116.424 

Banks A Co 181 

Banques A Co 863 

Barber line. The... 181. 203. 266.450 

Barclay. Jamea 124 

Barclay A Barclay 155 

Bardens, F. J 105,422 

Barlow A Sons 188 

Barnes A Tlbbltts 135, 136. 401 

Bameson-Hibberd Co 447 

BameU A Co 87 

Bamaley. John 233 

Barr. Harry K 523 

Barrels. Computation of Carco 

Space for 413 

Barrioa A Co 460 

Barron Brown A Co.. Ltd 420 

Baruch A Co 167.450 

Bashaw Co.. C. 450 

Bathcate A Co 263. 422 

Baxter A Co.. H. K 450. 534 

Bay Chemical Works 450 

Bay Park Lumber Co 185 

Baylea Shipyard. Inc 406 

Beacon Tradlnc Co 451 

Beaumont Shlpbldc. A Drydk. Co. 407 

Beaver Industrial Corp 475 

Becker. P. A 238 

Beebe Co.... 156 

Becinners in the Export Trade. A 

Few HlnU to 81 

Belden A Ives. Inc 466. 542 

Belknap Glass Co.. C. C 534 

Bell-Irvlnc Co 100 

Bell. T. H 186 

BeUambI Coal Co 145 

Ben line 116. 182. 141.148 

Beneda Shlpbldc. Corp 407 

Bengal Paper MIU Co 08 

Berger A Co.. 8. M 430 

Berkowlts Envelope Co 426 

Bernard. Judae A Co 450 

Bemet. Gluck A Co 478 

Berranger. Malcolm 420 

Berthet Ill 

Berry. Allen 08 

Best. A. Lester 233 

Best A Co.. B. F 462 

Betiilebem Shlpbldc. Corp.... 185. 136 

Bethlehem Steel Co 406 

BetU Co.. Ltd 488 

Bhesanla A Co.. C M 482, 455 

Bhlmjl Jayray A Co 04 

Blckford A 8ona. Wm 142 

Bio Carbon Co 450 

BlrehaU A Sons 124 

Blrt A Co.. Ltd 06. 149 

Bishop A Co 127 

Blac Lac DUtrib. Co 452 

Blake. Mofflt A Towne 127 

Blood. Harry E 167 

Blue Funnel line.... 116. 162. 180. 

..184. 185. 188. 188. 200. 374. 375 

Blumauer. Frank. Drue Co 156 

Board Measure 412 

Board of Marine Underwriters of 

Ran Francisco 178 

Board of Underwriters of New 

York 178 

Boasson A van Overaee 101 

Boeech Lamp Co 452 

Bolcom-Canal Lumber Co 233 

BoUria 850 

Bombay - Burma Tradlnc Corp.. 

Ltd W 

Bombay Co M 

Bond Broa. A Co 452 

Bond A Fryv *^ 

Booth Fisheries Co 174 

Booth line. The 266 

Border Line. The 43. 

86. 93. 178. 180. 189. 199, 200, 260 

Borneo 335 

Borneo Co.. Ltd 02. 185 

Borthwick A Sons. Ltd 06 

Boslsto A Co., J 484 

Boston Export Co 420 

Boston Ins. Co 109 

Botelho Bros 116. 424. 529 

Bothet. Chriere A Co 150 

Bousted A Co 141, 148, 185, 428 

Bowers Rubber Works 462. 502 

Bowes A Andrews 168 

Bowrlnc A Co 436.457 

Boyd A Co 86.122 

Boyes A Co 167. 462 

Boyle A Co.. Inc.. John 523 

Brabant A Co 05 

Brackman Ker MUllnc Co.... 134. 480 

Bradley A Co.. Ltd 116. 186.261 

Brady A Co 176 

Braid A Co.. Wm 478 

Braun Corporation 127.430 

Braim-Knecht-Heimann Co... 452. 447 

Brenner A Co 436 

Breslancer. A 452 

Brewer A Co.. C 348 

BrideWrk. E. E 472 

Brinlnstool Co 127 

Brisbane MllUnc Co 06 

Ports are not listed in the index, but will be found in alphabetical order commencing with page 85 

Digitized by V^OOQ IC 








Galvanized, Black and Corrugated Sheets, Structural 
Steel, Bars, Rods, Angles, Wire, Staples, Rivets, Nails, 
Tubes, Pipe, Rails, Hardware, Electrical Supplies, Sugar V^ jj 
Mill, Textile and Miscellaneous Equipment, Auto Trucks, y^*^ 
Tractors, Machinery, Pumps, Paints, Varnishes, Enanaels V^^ 
and Brushes. \^- 



Ores, Dyestuffs, Far East Products, Etc. 

Branch Offices and Agencies 

Argentina, Brazil, Bolivia, ChUe, Colombia, Costa Rica, Cuba, 

Ecuador, Guatemala, Mexico, Paraguay, Porto Rico, Peru, 

Venezuela, Canada, England, Switzerland, Italy, Spain, 

Japan, Holland, France, India, and San Francisco. ^^S^^^^^^ 




132 FRONT ST. 

Engineers- Contractors-Manufacturers' Representatives 



Digitized by 




General Index— Continued 


BrisoM * Co 106.181 

Britlah-Columbtft Elec By 201 

Brit Columbia Noneries Co 47S 

British Dom. Gen. Ins. Co 199 

British-India 8. N. Co.... 94. 116. 

...141. 144. 148. 181. 185. 186. 3S8 

British North Borneo Co 383 

British Tbomsen * Co 98 

British * Forgn. Mar. Ins. Co.... 


Brlaard Co.. A 106 

Broadway U. 8. Bonded Whae....l66 

BrodHak. Ltd.. A. H 331. 47S 

Broken HUl Pty.. Ltd 145 

Brooke A Sons, C." iT 43S 

Brown Bros. * Co 209 

Brown. D. E 199 

Brown Forwardlnf & Export Co.. 510 

Brown. Inc., B 436. 634 

Brown. Joske & Co 331.472 

Brown A Dureau. Ltd 432. 446 

Brown A Boos. Thos 95. 96 

Brownell Bros 112 

Bryner. Kousnetaoff A Co 208 

Buddntfiam A Hecht 452 

Buckley A Nunn. Ltd 482 

Buehner Lumber Co 135. 168. 444 

Buffelen Lumber A Mff. Co 188 

Buhne A Co.. H. H 106 

BulL Henry. A Co 145 

Bulloch Bros. A Co.. Ltd 158 

Bureau Teritas 1^8 

Bureau. Weather 250 

Burgess Bros IH 

Burma Ott Co IM 

Bums. J. 233 

Burns. John, A Co.. Ltd 91 

Bums PhUp Co.. Inc 135. 144. 

...1B9. 181. 185. 329. 330, 452.510 

Burrard Sawmills Co 478 

Burt MyrUe A Co 186, 191. 420 

Bush. Beach A OenU Inc. .. .449. 452 
Bush A Co., GeortB 8... 155. 178. 187 

Bushels. Weights of 414 

Butcher Co.. L. H 452.547 

Butler A Co.. Inc.. K. H 534 

ButterSeld A Bwlre 

....92. 108. 181. 188. 254. 262.323 
Byrnes A Co.. W. J 169 

C. A O. Lumber Co 168 

Cable Rates. Telegraph and 295 

Cadwallader-Glbson Lbr. Co. 537 

Cairo, v.. Inc 486 

Caldwell Shlpbldg Co 176 

Caledonian CoUerles 182. 436 

California Boat Bldg. Co 402. 406 

California Cap Co 452.457 

California ComL Exp. Co 452 

California Cotton Mills Co... 136. 452 
California Dried Fruit Trdg. Co.. 167 

California Padflo Trdg. Co 452 

Califonda Packing Corp 136 

California Paint Co 136. 444. 549 

California Bedwood 387 

Calif omia Ttans. Co 136 

CaDan. A. C 586 

Callaoder Navigation Co 88. 89 

Callins A Co 474 

Camacho. B<ddan A Van 81dMl..436 

Camden Forge Co 431 

GamecoD Bros. A Co 462 

Cameron Lumber Go 480.516 

Oanpbell, George 506 

Campbell A Co.. John 486. 603 

Campos Bueda A .Co 430 


i Nut Co 478 

Canada-Oriental Trading Co 549 

Canadian and American Bailroads.289 
Canadian Australasian Royal Mall 

lina 118. 144. 180. 198. 

...199. 200. 264. 830. 842. 874.513 


Canadian Exp. A Imp. Co 478 

Can. Jap. Imp. Co 482 

Canadian Northern By... 197. 198. 201 

Canadian Ocean Serrioes, Ltd 110 

Canadian Padflo Ocean Senrloes. 

Ltd.. The 128. 

...132. 181. 185. 264. 323. 337.375 
Canadian Padflo Ry. Co 189. 

...197. 198. 800. 201. 255. 259.264 
Canadian-Padflc 88. Co 

157, 173, 180. 206 

Canadian Pipe Co 478 

Canadian Bobert Dollar Co., Ltd., 

108. 199. 264 

Canadian Trans-Padflc 179. 374 

Canadian Western Lumber Co.. 

Ltd 134 

Canal. Handling Cargo at the 267 

Canal Tolls 267 

Canned Milk Products. . .' 385 

Canned Salmcm Exports from the 

United States 390 

Canton Hospital 420 

Caracanda Bros 438 

Carbon Supply Co 438 

Cargo at the Canal. Handling 267 

Cargo e^aoe for Barrels. Compu- 
tation of 413 

Carr A Irons. Inc 544 

Carry-Dairis Towing Co 180 

Carson. Bray A Co 472 

Carson A Co.. Ltd 104 

Carstens A Earles 10 

Cartario Sugar -Co 160 

Carter. Maoey A Co 122, 438 

Carter A Co., H. R 434 

Carralho. Currimbhoy A Co.. Ltd.. 


Cs^ar Lumber Co 167 

CasUe Broe 167 

CasUo A Cooke. Ltd 118. 348 

Catalytical Chem. Co 452 

Celebes 336 

Centennial Mill Co 503 

Central America 364 

Central- American S8. Co 369 

Central-American Trade. South 

and 207 

Central Coml. Co 452 

Central Engine Wks 470 

Ceperley, Rouna^eU A Co 199 

Certiflcate of Origin, Japan 317 

Chacon Trading Co 438 

Chaleyer A Co.. J 434 

Chamberlin A Co.. W. R....452. 515 
Chandler. Shlpbldg. Co.. Ralph J. 

401. 407 

Chandloss A Co 474 

Change of Time in Alaska 252 

Channel Commerdal Co 127 

Charges. Ordinary Port 228 

Chargeurs Reunis 111.159 

Charriere A Co HI 

Chartered Bank of India. Austra- 
lia, China 58 

Chemist in Commerce. The 389 

Cherry. E. M 233 

Chesley Tbwboat Co 180 

Chester ShipUdg. Co 406 

Chesterfleld School 494 

Chlam Ccmunerdal Co... 176. 466. 648 
Chicago, Burlington A Quhicy Ry.l56 
Chicago. MUwankee A St. Paul 

By 107. 109. 148, 148. 172. 

...178. 180, 187, 188. 190, 201. 205 

Chicago Paper Co. 54 

Chile 357 

ChUe, Consular Invoice 358 

China 823 

China Agency A IMg. Co 452 

China. Duty Free Artides in 227 

China Imp. A Exp. Co 470 

China MaU S.S. Co 

116. 118, 132. 162. 169. 181. 

185. 206. 258. 323. 337, 342. 513 
China Merchants 8. N. Co 

....99, 108, 112. 116. 181. 186.192 

China Mutual Steam Nay. Co 

91, 98, 108. 140. 141. 

...159, 181, 184, 186. 191, 199.874 
China Narigation Co., Ltd 

47. 86, 99. 102. 

...112, 116. 120. 127. 181. 186. 192 
China, Policy of the United SUtes 

and Japan Regarding 212 

China, The United SUtes and 

Japan and 212 

China. The United States Court 

for 211 

China, Trade Opportunities in 213 

China A Japan Trdg. Co 206. 438 

China A Java Exp. Co. . , 474 

Chinese Eastern Ry 323 

Chlpman. Ltd 519 

Cia. Peruana de Vapores 121 

Chinese Plculs Reduced to Avoir- 
dupois Pounds 417 

Chino-Slam NaT. Co 92, 186. 253 

Chirls, Co.. Antolne 450 

Cho Ito A Co 176, 455 

Cholberg Shlpbldg. Co 399 

Chong Lee A Co 432 

Choorln A Co 203 

Chopitea. J. Ignado 160 

Chosen (Korea) 322 

Chimg Fah A Co 422 

Cia. Narigadon del Padflc 130 

Cla. Peruana de Ymwres 121 

Cia. Sud Americana de Yapores... 

98. 121, 140, 160. 191. 194. 195. 263 

Cicero. Charles. Co 434 

Clan Line 06 

Clark. Archibald. A Sons. Ltd.... 419 

Clark-Wilson Lumber Co 153 

Clark A Calllgan Box Factory 135 

Clarke. Toxmg A Co 104 

Clear Fir Lumber Co 188 

Clements A Son 136 

Cleveland Pneumatic Tool Co 422 

Cleverdom. W. T 454 

Closset A Devers 156. 176.466 

Coaling SUtions. Prlndpal , . .210 

Coast and Geodetic Survey 228 

Coast Fish Co 86 

Coast Folding Paper Factory Co.. 454 

Coast Guard 252 

Coast Shlpldg. Co.. ..151. 156.407 

Coast S.S. Co 264 

Coast Steel A Machinery Co 238 

Coastwise S.S. A Barge Co 180 

Coggeshall S. 8. Co 106 

Cohen Sons A Co. Pty.. Ltd 484 

Cchea A Co.. D 133 

Cohn-Goldwater A Co 127 

Colby A Dickinson. Inc 533 

Cole, Hios. H 93 

Collegiate Sdiool 547 

Collin A Sons, Ltd., W 96 

Collins A Co 192 

CoUlsion, Duty to Stay By After.. 290 

Colman Creoeoting Works 174 

Colman Dock Co 173 

Colombia 362 

Colombia, Consular Invoice 363 

Columbia Harbor Development 

Co. 494 

Colombian Maritime S. 8. Co. .110, 265 

Colonial Sugar Reltaiery Co 96 

Columbia Eng. Works. . 151. 156. 400 
Columbia River Shlpbldg. Corp. . . . 

151. 156. 400. 406 

Commeroe for 13 Years. Foreign.. 238 
Commerce of the Four Prlndpal 

Countries. Foreign 236 

Commerce of the World 236 

Commeroe. Report of Bureau of 

Foreign and Domestic 235 

Commeroe. The Chemist In 389 

Commerdal Bank (New Zealand). 209 
Commerdal Bank of Spanish 

America 428 

Commerdal Boiler Works Wharf.. 



Commerdal Dictionary 268 

Commerdal Dock Co 188 

Commerdal Exp. Co 454 

Commerdal Importing Co 176. 648 

Commerdal Lumber Co 188 

Commerdal Truck A Storage Co.. 

187. 533 

Common Nautical Terms 290 

Commonwealth Government line of 

Steamers 144. 200. 258 

Commonwealth A Dominion Line. 

1*«..91. 96. 106, 181, 144. 147. 266 
Compagnie dee Commeroe et de 

Navigation d'Extreme Orient 


Compagnie dee Messageries Mari- 

^**°»» Ill 

Compania Carbonifera i de Fund- 

adon Schwager 263 

Compania General de Ty>bacos de 

''lllPln«« 120. 129, 258 

Compania Mercantll De Flllpinas.515 
Compania Peruana de Yapores y 

Dique del Callao 140. 160. 254 

Compania Transatisntica 256 

CompuUtion of Cargo Spaoe for 

Barrels 413 

Comyn. Ifiackall A Co 135 

ConneU Bros ..116.' 176 

ConsoUdated Shippers. Inc 522 

Constants, Etc. Useful ..!418 

Consular Invoice. <3ille ] ! ] .358 

Consular Invoice. Colombia ...!.! 363 
Consular Invoice, Guatemala .... .364 

Consular Invoice. Honduras 366 

Consular Invoice. Mexico !37o 

Consular Invoice. Nicaragua 3«7 

Consular Invoice. Panama 368 

Consular Invoice. Peru ! ! .361 

Consular Invoice, Salvador 365 

Contents of Wine Gallon 373 

Continental Coml. Trdg. Co !. 04 

Continental Pipe Mfg. Co !.5I8 

Continental Salt A Chem. Co 454 

Continental A Commerdal Banks 55 

Conversion Tables, Money 400 

Cook. A- J. A J. R 454 

Cooley Electric Co.. Geo. R 535 

Cooper. Coate A Casey 127 

Cooper Company 533 

Cooper A Co 94, 116, 192.482 

Co-operative Fruit Growers 422 

Coos Bay Lumber Co 

135. 136. 169.444 

Coos Bay Shlpbldg. Co 400. 407 

Oomabe. Eckford A Co.. 105, 195. 262 

Comes A Co 123 

Comyn A Cameron 454 

Coegrove A Wynkoop. Ltd 519 

Costa Rica 369 

Cottrell, Ltd., G. H 199.648 

Coughlan A Sons. J 398 

Coulter-Taylor Co...^ 176 

Coulter Tow Boat Co 186 

Countries snd SUtes on the Padflc.304 
Countries, Populations of Yarious.415 

Court. Enrique A 263 

Court for China, The United 

States 211 

Cousins Launch A Lighter Co 106 

Cowan A Sons, A 145 

CoweU Lime A Cem. Co., Henry. 454 

Cowtti-Heinberg Co 167 

Cox-White Co.. Ino 176. 466. 515 

Cox A Co.. Inc. A. H 479 

Craig Shlpbldg. Co 406 

Cramp A Sons Ship A Eng. Bldg. 

Co., Wm, 406 

Crane A Sons, Ltd.. G. E 472 

Crane A Tweedy Co 466 

Crawford-Harris Adv. Service 550 

Creasy A Co.. E. B 104 

Creig A Co., M. W 422 

Creosoted Douglas Fir Paving 

Blocks 884 

Ports are not listed in the index, but will be found in alphabetical order commencing with page 85 

Digitized by V^OO^IV^ 


Importers Exporters 

Carstens & Earles 

Established 1891 Oe8.ttle, U . O. A. 

Vancouver, British Columbia 

Full Cargoes— Parcel Lots 
Timbers— Spars— Lumber 

Douglas Fir (Oregon Pine) 
Sitka Spruce, White Pine, 
Cedar, Box Shocks 

Shipments from British Columbia, 
Washington, Oregon and California 
to any Port in the World 

Registered Shipping Marks 

G ^ ^ ^ E Clears 
C ^ ^ E Selects 
C ^ E Merchantable 

Foreign Correspondence Solicited 

European Brokers: Cable Address: "CARLOG SEATTLE" 

Duncan, Ewing & Co. CODES: A. B.C. 5th; Western Union; 

London and Liverpool B^tley's; Scotfs 10th; Keegan's 


Digitized by V^V^WVl^ 



General Index— Continued 


Crwoent Boxboard Co 148 

Cnm% Towtnc A Barfa Co 93 

Cnyer, Wm 401 

Crlckmay Bros 478 

Crlckmay, P. O IW 

CrodEM* N»t. Bank of San Fran- 

daco ,.544 

Crofton Houae School M6 

CitMBpum A Bon 419 

Crowe A Cto.. F. T 188 

Crown MUla Co 152 

Cuenaa. Adolfo 96 

Cumberland Shlpbldg. Co 407 

Cunard Line 144,169 

Cunningham Hardware Go 134 

Curtla OUw Co 127 

Custom. Credit A Trdg. Corp 478 

Cuatoms Dletrlcta. Headquartera 

and Porto of Entry 118 

Cuatoma Free Llat. United SUtea.220 
Cuatoma Procedure and Sufcea- 

ttona. U. 8 217 

Cuatoma. Terma Uaed by Import- 
era. Ezportora and 221 

Da Bocfaa A Co.. J. M 116 

Dale A Co.. Ltd 199. 548 

Dalgety A Co 

91. 95. 96. 131. 141 144. 147 

Dalmau. Juan 257 

Danaher Lumber Co 188 

Danlela Co.. Oaear 406 

Danny A Co 94 

Dant A RuaaeD 156 

Dantsler Shlpbldg. Co 407 

D'Arbelles. Bodolfo 104 

Darling A Sohn. John 131 

Dafenport. J. 168 

David A Co.. S. J 116 

Daviea A Co.. Theo. H 

119. 348. 849.426 

Darlea A Fehon 167 

Davla A Son. Inc., J. B. F 493 

Dawaon A Co.. W. C....178. 260. 531 

Day Co.. Thomaa.... 454 

De Bataafadie Petroleum Ifaat- 

aehappU 91 

De FTemery-Cadman Materials Go.186 

De May A Co.. Inc.. A. J 490 

de-PoU. U 533 

De SherMnln A Co.. A. 438 

De Souaa A Co 116.535 

de Vrlea A Co.. O. E 454. 548 

Deacon A Co.. Ltd 99.253 

Dean Broa. A Co 198 

DedaratloQ for Australia. Form of. 350 
Dedaratioa for New Zealand. 

Fbrm of 356 

Deddea A Co 112 

Deflanoe Lumber Co 188 

Deflanoe Pkg. Go 478 

Dea Brlaay A Co.. M 478 

Det Norake Veritas 178 

Deucher A Co.. W. F 262 

Detereauz Go., W. P 484 

Dexter H<»ton National Bank 

(SeatUe) 541 

Dlekeraon A Gaakell Co.. Inc 176 

Dlcilooary. Commercial 269 

Dlerks-Blodget Shlpbldg. Co 407 

Dletbelm A Co.. Ltd 92 

DifTerenoe In Time 408 

DiU-CroeaeU Co 167. 454. 505 

Dingwall Cotto A Co 428.459 

DUher List Co 176. 466 

DUher A Co.. Ltd.. C. E....478. 548 
DlsUnoe of Objecto When First 

Seen at Sea 40.<t 

Diatanee Tttblea 395-397 

Dlataaoea In Knoto 4in 

Dlstnaa Signals 294 

Distrtbatora Co-op. Go 472 


Dodnge and Wharfage 267 

Docks. OU 803 

Dodge MUl Co 188 

Dodge A Co.. E. J 167 

Dodwell Dock A Whse. Co 43 

OodweU A Co.. Ltd 

43. 99. 108. 112. 

...118. 123. 178. 176. 178. 187. 

...188. 189. 198. 253. 259. 430.438 
Dollar. Robert Co 

...162, 168. 169. 176. 178, 180. 

...204. 256. 259. 264. 323. 874. 375 

DolUTor A Bro 546 

Domestic Commerce. Report of 

Bureau of Foreign and 235 

Dominion Products. Ltd.. 134. 478. 504 

Don Carolis A Sons. H 104 

Donaghy's Rope A Twine Co 422 

Donnelly A Whyte 116 

Doud-MacFarlane Mchy. Co 188 

Douglas Fir Paring Blocks. Creo- 

soted 384 

Douglas 8.8. Co 

86. 108. 186. 254. 323.504 

Dow. Alfred W 454 

Dow Pump A Diesel Eng. Co 136 

Dow A Co.. F. P 178. 187 

Downey Shlpbldg. Corp 406 

Drew A Co.. Inc.. E. F 423 

Driacoll A ColUer Trf. Co 155 

Drug Act. CJ. 8. Pure Food and.. 219 
Drummond Lighterage Co. ..180. 389 

Dry Measure 264, 415 

Dry Milk Co 488. 51 1 

Du Pont De Nemours A Co.. E. I. 

33. 438 

Dubedat. Pascal. A Co 462 

Dudtleld's Propty 434 

Duker. Harry 478 

Dumarest A Flls 159. 448 

Dunn Co.. J, T 454 

Durel A Dodge 454. 524 

Dulhie A Co.. J. F 

179. 402. 403. 406 

Duty Free Articles In China 827 

Duty to Stay By After Collision... 290 

Dwlght-Edwards Co 156 

Dy Poco 430 

East Asiatic Co 

...258. 264. 266. 92. 127. 155, 

...169. 180. 181. 198. 199. 374.253 

East Indies Trading Co 470 

East Waterway Dk. A Whse. Co. . 

172. 889 

Eastern Importing Co 176 

Eastern Shipping Co 148. 257 

Eastern Trading Co 446. 474 

Eastern A Australia 8.8. Co 

116. 131. 144. 185, 823 

Eastern A Western Lumber Co... 153 

Ecuador 362 

Edorer Engineering Co 383 

Edgar A Co 472 

Edgertyn Aniline Corp 391 

Edgett. W. H 478 

Edwards. Dunlap A Co 145 

EhrUch-Harrlson Co 499 

Einar Beyer. Inc 178 

Ekman Foreign Agencies. Ltd 461 

Elam. A Co., G. C 454 

Elder Smith A Co.. Ltd 142. 419 

EUerman A BucknaU 8.8. Co 

92. 129, 144. 148. 181. 185. 266 

EllloU Bay Drydock Co 403 

EUioU Bay Shlpbldg. Co 17R 

EUiott Bay Tug A Barge Co IMO 

Elmore A Co., 8 88. 89 

Eloessar Hynemann Co 454 

Emerson Hardwood Co 156 

Empire Foundry Co 136 

Empire Stevedoring Co 195. 461 

Empire Trading Co 454 


Empresa Trasportea Maritlmos 

158. 257 

Empresa Puntarenas 158 

Enemy. Regulations Prohibiting 

Trading with the 214 

English EqulTalenta. Japaneae 

Weighto and Measures 414 

Equivalents. Japanese Weights. 
Measures and IConey with Amer- 
ican. English. French and Ger- 
man 416 

Equivalents. Metric System and 

American 413 

Equivalento. Money. Weighto and 

Measures 247 

Equivalento. Time 297 

Eridnon Engineering Co 406 

Erland A Co.. Inc 508 

Erlanger A Gallnger. Inc 430. 493 

Eschen A Minor Co 454 

Escobar A Co.. D ...263 

Esqulmalt A Nanalmo Ry 201 

EUbeguay Onfray A Cia 263 

European A Far Eastern Sales 

Co 479 

Evans. Coleman A Evans It8 

Evans A Sons Co.. E. C 258 

Everett Dock A Whse. Co. 107 

Everett Tug* A Barge Co 107 

Exchange Shoe Co 430 

Export Engineering Co 438 

Export from Countries on the Pa- 

dflc. Principal Producto of 299 

Export of Animals 229 

Export Trade. A Few Hinto to 

Beginners 81 

Exporters and Customs, Tsnaa 

Used by Importers 221 

Exporters Should Know About New 

Zealand Trade. Facto 209 

Exporto from the Unltod States. 

Canned Salmon 390 

Eyres Stge. A Dlstrib. Co 178 

Eyres A Seattle Drayage Co 


Facto Exportors Should Know About 

New Zealand T^ade 209 

Fageol Motors Co 444. 454 

Fair A Moran 85.130.369 

Falrchlld. F. A 474 

Farquhar Co., Ltd.. A. B....438. 529 
F&wkuer A Co.. J. H. ... 176. 259. 374 

Fawkner A Currie 178 

Fearon. Brown Co 438.527 

Fearon A Co.. Daniel 474 

Federal Conden. MUk Co 466 

Federal Motor Truck 378 

Federal Shlpbldg. Co 406 

Federal Shire Houlder 

91. 106. 131.144. 147 

Federal Steam Nav. Co 266 

Feeney A Bremer Co.... 151. 400. 407 

Fellows A Stewart 401 

Fenner Rosa A Brown 527 

FerrocarrU del Padflco de Nica- 
ragua 104 

Flegel A Cross Co 438 

Field Co.. Walter M 454 

Fllion MUl A Lumber Co 143 

Findlay. Rldiardson A Co.. Ltd.. 424 

Finlay A Co.. James 104.158 

Fire-Gun Mfg. Co.. Inc 438. 527 

Fireman's Fund Ins. Co 37.199 

Fireres. Dellard 98 

Firestone Tire A Rubber Co 419 

Pint NaUonal Bank (Cleveland) .463 
First NaUonal Bank (SeatUe).... 389 

Fischer. Ltd.. Hugo 446 

Fisher Flouring MllU 57. 174 

Fisher A Co.. Wm 454 

Fltagerald A Co.. G. P 112 

Fltapatrick. Walter J 522 


Flelsehner. Mayer A Co 156 

Fletcher. Humphreys A Co 422 

Fletcher. O. E 156 

Florence A Co.. P. B 493 

Fogglt Jonea A Co.. Ltd. 420 

Food and Drug Act. U. 8.. Pure. 219 

Forbes. Munn (3o.. Ltd 102. 147 

Forbes A Co.. Wm 192. 474. 491 

Ford (>).. R. 8 478 

Ford A Co.. Inc. R. M. 438 

Ford A Co.. Walter 541 

Fore River Shlpbldc Corp 406 

Foreign Commerce of the Four 

Principal Countriea 286 

Foreign Measures 303 

Foreign Trade, How Germany Se- 
cured Her 69 

Foreign Trade. How to Get Into 

and Succeed In 65 

Foreign Trade Record for 1918. 

U. S 234 

Fordgn Trade. The World's 237 

Form of DedaraUon for Australia. 350 
Form of Declarati<« for New Zea- 

lond 356 

Formosa 822 

Fort Dearborn NaUonal Bank... 483 

Fortune Transfer Co 178 

Foster. T. G., Co 109 

Foundation Co. of B. C 


Fowler A Black 486 

Fox. Duncan A Co 140. 195. 263 

Franceaconl A Co.. J. C 527 

Franco-American Trdg. Co 176 

Frankel. Julian Furo. Co 470 

Fransloll A Co.. P. J 188 

Fraaer. Eaton A (3o.'. 186 

Fraxar A Co 438 

Frederick A Metiger 485 

Free List. United States Cus- 
toms 220 

Freeman (}o.. Allen G 454 

Freeman Co.. 8, S 167 

Freeman A Co.. R. B 438 

Freeport Shlpbldg. Co 407 

Freight Rates. Transpadflc 394 

French- American Shtpbldc (^...401 

French- American Shipping Co 176 

French Waterworka Co 184 

Freies. Dento 111.159 

Friedman. N. W. A A. L. 454 

FriUi. Walter D 478 

Fritsch. Carlos. T. Cia 432 

Fruit Industry of the Northwest.. 386 

FuJUnira Densen Kaisha 476 

Fukushlma A Co 444 

Fulghum A Co 430 

Fuller A Co.. Inc. Ralph L 407 

FuUer A Co.. W. P; 454 

Pulton Exp. Co 438 

Fulton Shlpbldg. Co 401. 407 

Fung Tan 116 

Furukawa A Co.. Ltd 405, 474 

Funiya Co.. M....l.'i6. 176. 466. 505 

Galbralth. Bacon A Co 173.178 

Gambling A McDonald 419 

Gande Price A Co 116 

Gard. Oscar 548 

Garda. Luis 85 

Garland 8. 8. Co 188. 262. 374 

Garrlgues A Co.. Chas. F 438 

Gaston. Wllliama A Wlgmore.. 

203. 438 

Gaidar A Co 424 

Gebroedera YeUi 419 

<3ejece. John M 430 

Genders. W. A G 124 

General Bollen Co 188. 468 

General Coml. O) 422 

General Coml. Go. of U. 8. A... 

454, 482 

General Hailing Co 178 

Ports are not listed in the index, but will belound in alphabetical order commencing with page 85 

-: > Digitized by GOOglC 




To find fire in the very minute of its outbreak 

that^s the problem of protection solved by the Aero Automatic Fire Alarm 

A notable success in Europe, the AERO ALARM 
was brought to America, perfected, and even before 
the war was safeguarding scores of buildings and 
many steamships; but the war called forth every 
protective device having real merit, and AERO was 
quickly summoned into the national service, its pro- 
tecting wing spread over hundreds of office build- 
ings, warehouses and hospitals from the Atlantic to 
the Pacific. 

Released from war-time service AERO is now 
ready to meet the needs of industry, and commerce, 
all the world over. Every building, terminal, dock, 
warehouse, factory, where fire could do serious 

harm, and every ship, needs its real protection. 
AERO is better than an army of watchmen stand- 
ing guard night and day, six feet apart, in every 
room and compartment, for it banishes the uncer- 
tain "human" element — it is infallible protection — 
as dependable as to-morrow's sun. 

AERO reaches into the remotest nooks and cor- 
ners, and cries "Fire!" at a time when a single 
bucket of water or chemical will accomplish more 
than rivers, ten minutes later. It is quick and eco- 
nomical to install, does not mar the finest structures, 
and is automatic. 

Just off the press is a completely illustrated booklet (free) showing AERO'S plan of 
installation and method of operation. It will be worth while to send for it to-day. 

Aero Alarm Company 

26 Cortlandt St., NEW YORK CITY 

F.J. MAHTIN.Prea. 

Central Building, SEATTLE, U. S. A. 

The Panama Railroad piers are among many NewlYork lerminals 
safeguarded by Aero's proleclion 

Digitized by 

Google m 



General Index— Continued 


G«ieral Petroleum Corp 127. 469 

Geodetic Surrey, and Coast 228 

Geographical Places 803 

Gerln Drerard ft Co 116 

Germain Seed ft Plant Co 127 

Germany. Secured Her Foreign 

Trade. How 69 

Gerrard Wire Tying Machine Co.. 467 

Gersiz Mfg. Co 466 

Glbb. Llflngston ft Co 

108. 116, 424. 463, 473 

Olbbs ft Co 195.263,121.424 

. Gilchrist. WaU ft Sanderson 261 

GUdirost, George A 407 

GUdemelster ft Co 255 

GUderdeeve Ship Cons, Co 407 

Giles, 8. E 426 

Ginespie, A. M.. Inc.... 180. 259, 374 

GiUeople Bros, ft Co 438. 458 

Gille^io ft Sons, L. C 91, 449 

Gilman ft Co 116 

Glsmond ft Co., Inc., James C...520 

Glacier Fish Co 188 

Glen Line 

.... 116. 132. 141. 148. 181. 203. 467 

Globe Furnishing ft Exp. Co 424 

Globe Grain ft Milling Co... 127. 153 

Globe Shipbuilding Co 406 

Gmur. Inc., Otto 432 

Goddard ft Freecom 448 

Gonaales Larranga Hermanos 257 

Gonaales-Rubio ft Co 110 

Gonsales Soffla ft Co 263 

Gosho Co., Inc.« S21 

Goflse. Mlllerd Pkg. Co 478 

Grace ft Co.. W. R A2. 

121. 135. 162. 173. 176. 180. 188. 189 
195. 200. 260, 265. 369. 374. 375. 440 

Grammont ft Cox 448 

Grand Hotel Kalee 521 

Grand Trunk Pacific Coast 8.8. Co. 

157. 173. 180. 198. 200. 201. 260. 264 

Grand Trunk By 197 

Grant. Bobert 440 

Grant Smith-Porter-Guthrie Co... 

161. 156. 407 

Gray. McLean ft Percy. Inc 539 

Gray. Thomas 165 

Gray ft Co.. Henry 167 

Grays Harbor Corp 403. 407 

Great Eastern By 197.201 

Great Eastern Trdg. Co 456 

Great Lakes Eng. Works 406 

Great Northern Pacific S. B. Co. . . 

89. 118. 342 

Great Northern By .86. 107. 

..156. 173. 180. 187. 188. 197. 198. 201 
Great Western By. (Australia)... 335 
Oi«at Western By. (U. 8. A.).... 107 

Green Island Cement Co ;5I7 

Green Transfer Co 155 

Groenebaum. Weil ft Michels 456 

Gregory- Wintermote Mill 188 

Gregory ft Co.. T. M 116.464 

GreU ft Co.. M. W lOR 

Grenier ft Co.. Chas 426 

GrllBn ft Co.. F 


Grifflth-Dumey Co 466 

Grifflth. T. E 99. 2-i3 

Griffiths ft Sons. James 

178. 179. 374.469 

Groothoff. A. ft 266 

Gross Corp.. J. B 440.491-492 

Grotoa Iron Works 406. 407 

Grusko TMiemego 203 

Guard. Coast 252 

Guatemala 364 

Guatemala. Consular Invoice 364 

Ouggenhlme ft Co 456 

Gulf Line...87. 127, 130. 169. 195. 3''9 

Gulf ft Padflt Nay. Co 169 

Gulowsen Orel Eng. Co 26. 406 

Gunn. T. J 124 

Guthrie ft Co 

Outta ft Co.. Henry W 456. Mi 


H. ft M. C. Co.. Inc 456. 542 

Haack Trf. Co., H. C 156 

Haacks ft Co 140 

Hackfeld. H. ft Co.. Ltd 348.849 

Hagemann. F. C 166 

Hakalau Plantation Co 456 

Hakodate Dock Co Ill 

Hale Co.. Charles E 167. 456 

HaU Co.. G. Batcheller..l76, 178.495 

Hall ft Co.. L. C 456 

HalUdie ft Co 472.525 

Hamano. H. 348 

Hamberger, Polhemus Co 167 

Hamilton ft Henderson 127, 430 

Hammer ft Co 456 

Hammond Lumber Co 

88. 106. 168. 456 

Hammond Iron Wks. 480 

Hammond Milling Co 174 

Hammond ft Co 188 

HamptMi Boads Shlpbldg. Co 406 

Hamsterley Farm '. 480 

Uanafusa Co.. H. Y 387 

Hanbury ft Co.. Ltd.. J 471 

Handel MaatschappiJ DeUatJeh. ..419 

Handels Compagnie Padang 140 

Handels Vereeni^ng. Amsterdam. 186 
Handels Yereeniglng Voorheen 

Belss Co 419 

Handling Cargo at the Canal 2G7 

Hanford, M. M. 450 

Hanlfy, J. B. 204 

Hankerson, A. H. ft Co 176.406 

Hankins. ft Co 434 

Hanlon Barge ft Towboat Co 

135. 136 

Hanlon Drydk. ft Shipbldg. Co... 

135. 136. 401. 406 

Hannibal. W. A. ft Co 116 

Hanover National Bank 473 

Hansen, Capt, E 491 

Hardie ft Co.. James 474 

Harkins Transp. Co 88. 89 

Harlan ft HoUingsworth Corp 40G 

Harmon ft Co.. F. S 474. 539 

Harper ft Co.. A. C....148. 428. 450 

Harper ft Co.. Balph 474 

Harper ft Co.. Robert B 43i 

Harperink Smith ft Co 158 

Harrington, li^brrlson & Co... 121. 265 

Harris. Geo. F.. Scarfe ft Co 142 

Harris. Luna Co 4.'»6 

Harris ft Co., P. E 496 

Harrison Direct Line 

98. 127. 155. 162. 169. 

..180. 188, 199. 200, 258. 266. 374. 375 

Harrison. Bamsay. Pty 434 

Harrison ft Co.. N 470 

Harrisson ft Crosfleld 148 

Harron. Blckard ft McCone..456. 438 

Hart. C. B.. Beg 431 

Hart Wood Lumber Co 16S 

Hart ft Sons 121 

Harter AcU The 223 

Haslett Warehouse Co 450 

Haaslmoto ft Co 132 

Hasson Lee ft Co 177 

Hastings. Hodge ft Co 116 

Hata. S 348 

Hauser Packing Co 127 

Havre, J. B.. ft Co 167.4.^0 

Hawaiian Fertlliaer Co 42 J 

Hawaiian Islands 3:2 

Hawaiian Pineapple Co.. Ltd.... 426 

HayastLl Otokichi Shoten 440 

Hayley ft Kenny 104 

Hayward ft Co.. Inc.. C. B 493 

Headquarters and Ports of Entry. 

Customs DistrictL 2in 

Heaps Engineering Co.. Ltd 5j6 

Heath ft Co.. Ltd.. T. W 471 

Heavens ft Co.. H. A 430 


. . .456 

Hecht ft Co.. D 

Hedemann & Co 

Hedges & Co.. Lee 

HefTeman Drydock Co 

Heidner. Hans 193 

Heineman Sons. H. M 45C 

Heldenfels Bros 407 

Helguero. F. E 140 

Hellenic Cliomical & Color Co.. 

Inc 434 

Hellmann Bros. A Co 167 

Holm ft Co 524 

Help. Instructions for Obtaining. .230 

Helser Transfer Co.. 155 

Henderson Lane ft Co 430 

Henderson ft Co 104 

Hendricks Mfg. Co 20 

Henlus ft Co.. Frank 150 

Henry ft Co.. James 131. 434 

Heppenstedt. G 472 

Hercules Powder Co 514 

Herrmann. Geo.. Co 456 

Herscy & Co.. Milton 434 

HerU. Arthur H 456 

Hewett ft Co 233 

Hlbbert, Woodruff ft Co.. Ltd.... 428 

Hlggins, C. M 168 

Higgins Machinery Co 492 

HlUyer-Sperring-Dunn Co 407 

Hilo Mercantile Co 348 

Him Sing Chong Co 167 

Hinckel. C. L 104 

Hind Bros 198 

Hind. Rolph ft Co 

167, 178. 258. 456. 473 

Hlndmarsh ft Co 426 

Hlng Chon Chan Co 96 

Hints to Beginners in the Export 

Trade. A Few 81 

Hirade. K., Co 176.460 

Ho Chay Co 253 

Ho Hong Steamship Co.. Ltd 86 

Hobbft WaU ft Co 168 

Hodge Ship Co 407 

Hoffnung ft Co., Ltd.. S 146 

Hoffschlaeger Co., Ltd 349 

Hogan Lumber Co 135.136 

Hogg, Karanjia ft Co .116 

Holdsworth. Macpherson & Co.... 145 

Holland Straits Trading Co 419 

HoUey ft Co., Horace J. 460 

Hollywood Gardens 539 

Holman Transfer Co 155 

Holme Binger ft Co 132,185.436 

Holmes Eureka Lumber Co... 106. 168 
Holt ft Co.. Alfred 116. 132. 

..144. 181. 203. 254. 266, 323. 374. 375 

Holtaog Co.. L. S 440 

Holywood Shipbxiildlng Co 401 

Honduras 366 

Honduras, Consular Invoice 366 

Honkong. Canton & Macao Steam- 
boat Co.. Ltd 99. 116. 255 

Honkong Mercantile Co 116.424 

Hongkong Rope Mfg. Co 52fi 

Honkong ft Kowloon Wharf & 

Oodown Co.. Ltd., The. .. .255. 512 
Hongkong & Whampoa Dock. 

Ltd 52-53 

Hordem. & Sons. A 145 

Home. F. W.. Co 200 

Horst Co., E. Clemens 456, 49J 

Hope ft Macauley 199 

Hospital Supply Co 206. 478 

Houchin- Aiken Co.. Inc 487 

Uousatonic Shipbldg. Co 407 

How Germany Secured Her Fore: en 

Trade 69 

How to Get Into and Succeed in 

Foreign Trade 65 

Howard Co 135,408 

Hua Nhan Banchun Liong 448 

Huddard ft Co.. J. H 108 

Huddart Parker. Ltd 



Hudson. BUllngs y Cia 85 

Hule ft Bolton 456 

Humboldt S. S. Co.. 122. 173. 180. 260 

Humboldt Stevedore Co 106 

Hummel ft Boblnson 440. 524 

Humphreys ft Co.. W. G 

116. 186. 424. 525 

Hunter-Johuson Co 458 

Hutchinson Sugar Plantation Co.. 458 

Hutchison ft Co., J. D 116. 521 

Hydrographlo Service 232 

Hyland Bag Co 458 

Ibero American Exp. Co.. Inc... 

440. 540 

Ice in the Pacific 210 

Immigration Laws 269 

Imperial Oil Co 157 

Imperial Trading Co 434 

Importance of Baw Material Im- 
portation 78 

Importers, Exporters and Customs. 

Terms Used by 221 

Imports of Specified Oils Through 
the Customs District of Wash- 
ington 388 

Inagakl ft Co.. 1 482 

Independent Asphalt Pavement Co.188 

Independent S. S. Line 180 

Independent Trdg. Co 458 

Indische ExploitaUe MattschappU.472 

Indische Handels Co 191 

Indo-Burma Petroleum Co 158 

Indo-China 328 

Indo-China S. N. Co.. Ltd 

86, 92, 98. 99. 108. Ill, 112 

..116, 128. 141. 181. 185. 186. 192. 323 
Industry of the Northwest. Fruit. 386 

Industry, The Salmon 390 

Ink Bibbon.Mfg. Co 458 

Inman-Poulsen Lumber Co 153 

Innis, Spelden ft Co 440, 539 

Insurance Co. of No. Am 199 

Instructions. for Obtaining Help... 230 

Insurance, Marine 222. 230 

Inter-Island 8. N. Co.. Ltd..... 

93, 117. 118. 255 

Internal-Combustion Steam Engine 



International Banking Corp.. 209. 471 

International Compositions Co 440 

International Imp. ft Exp. Co. . . 

176. 480 

International Lumber Ex. Co 177 

International Shipping Co 

50. 123, 169. 369 

Intematl(«ial Stevedoring Co 60 

International Trading Co 468 

Internationale Credeit ft Handels 

Vereenigfng Botterdam 

181. 186. 448 

Interstate Pulp ft Paper Co.. Inc. 440 
Invoices. PhUipp!ne Islands. .340. 341 

Ip Tak ft Co 424. 528 

Ireland. B. C 167 

Irving National Bank SB 

Isaacs ft Co., 8 206. 206 

Isao Susukl 419 

Ishaq. 8. M. 420 

Island Belt 8. 8. Co 86 

Island Belt Transp. Co 180 

Island of Java 332 

Island Produce Co 188 

Island Tranq;>ortatlon Co 

Isley Lumber Co 188 

Ismail ft Co.. 8. C lie 

Isoshlma. K 348 

lurt ft Cobo 96 

Iwai ft Co.. Ltd 446.494 

Ports are not listed in the index, but will be found in alphabetical order commencing with page 85 

Digitized by V^OOQ IC 





Ship Owners and Operators 


Importers and 



Colman Building 


Alaska Commercial Building 


220 Broadway 

Head Office, KOBE, JAPAN 

London, 29 Mincing Lane, E. C. 3 ""^^"^ ^^HETomS*'''*'"'*'^ 

Digitized by 




General Index— Continued 

Jacob* A Bros.. F. P.... 

Jftoobtoo Co.. Inc. 8. A 840 

Jacobaon. ran der B«rf Co 181 

Jahneke Shlpbldg. Co 406. 407 

Jamal Broa, & Co 158 

Jamea Co.. H. R. 468 

Jain«a>Foroe Co 16T 

Jamaa A Co., B. W 163 

Jamiaon Co.. B. P 468 

Japan 81T 

Japan and China. The United 

SUtea and 212 

Japan and the United SUtea. 

Asreemeni Between 218 

Japan. CerUflcate of Origin SIT 

Japan Cotton Trading Co 5S5 

Japan Begarding China. Policy of 

the United States and 212 

Japan. Trade of United Statea 

with 287 

Japaneee American Com. Co 177 

Japaneae MercantUe Co 348 

Japaneee Mommes Conferted Into 

AvoirdnpoU Pounds 417 

Japaneee WelghU and Measures 

snd Ifni^iiih Equivalents 414 

Japanese Welghta. Kbasurea and 

VUm&j with American. English 

and French Equivalents 416 

Jardlne Hatheson & Co 

82. 99. 108. 

..111. 116. 122. 123. 132. 181. 185. 186 

..192. 195. 254. 260. 962. 263. 328. 337 

Jarris * Co.. C. E. 480 

Java-Bengal Line 98. 181 

Java-Chlna-Japan Line 

..169. 181. 185. 186. 191. 194. 424. 539 
Java-Padflc Line 

91. 118. 162. 181. 258. 828 

Jeffrey Mfg. Co 422 

JenninBi Co.. C. B 45R 

Johnsen Co.. Inc.. V 497 

Johnson Co.. Albert T 143 

Johnson. A. W. V 458.494 

Johnson Co.. Gardner C 

110. 199. 233. 264. 266. 548 

Johnson Co.. Inc.. V 497 

Johnson Lleber Mctle. Co 177 

Johnson Line 155.180.374 

Johnson Locke Merc. Co 458 

Johnson Shipyards Corp 407 

\ H 331. 

Wharf Co 198 

Johnson ft Hlggins 496 

Johnson-Pickett Rope Co 540 

Jones. Jamea 468 

Jones * Co.. Ltd.. H....112. 14.5. 424 

Jonea ft Co., 8. L. 167.177.458 

Jordan Co., Inc. 478.544 

Jomph Bros. 11« 

Judson Freight Forwarding Co.. 2. 177 

Mfg. Co 136 

Ferry ft Nar. Co 121 

8. 8. Co 121 

Jureldlnl ft Bros. A. N 544 

Kaaa-Hopkins Co 458 

Kadooka. 8 458 

Kagawa ft Co.. K 426 

Kal TBu Gomel Kwaisha Co 40S 

Kal ft Co.. 167 

Kane, MoehldsuM 476 

Kaola Co 156.448 

KaranJIa ft Co 424 

Kaaia ft Co. 446 

Katienbach ft BuUock Co...440. 4<7 

Kawahara. M 848 

Kawahara ft Co.. G 177.446 

Kaye ft Carter 147 

Keane ft Strome 482 

Keegan. Aprahamlan ft Co 61 


4 ' Keene 



Co., The 440. 547 

Kehoe Display Fixttire Co 549 

KeUey AtUnMin Cons. Co 406 

Kelley-aarke Co 468. 509 

Kellog-McConneU Co 188 

Kelly. B. B 178 

Kelly ft Barrett 519 

Kenrick ft Co.. Geo. C 263 

Ker ft Co.. 102. 120. 129. 152. 156. 340 

Kerr-Gifford ft Co 178 

Kl Heng Co 260. 472 

Kieman ft Kem 151,156 

Kilauea Sugar PlanUtlon Co 458 

KUboume ft Clark Mfg. Co 468 

Ktlogramm Table for Conrers'on of 

Pounds AToirdupofs into 41.'i 

KImura ft Co 482 

King ft Co.. E. J. Gomel Ka'»ha.4»2 

K'ng ft Ramsay 112 

K<nf ft Win«5 ITS 

K*n((ston Shipbld^. Co 4«7 

K'ngston TranTOn. Co 1 R*> 

K'n^lls. W. C *26 

K»rki^atr«ck ft Co 436 

Kimten ft Co 444 

Kitsan County Trans. Co 17.^. 1 80 

Kllpstein A Co.. A 221.440 

Klock*«r. Oscar 2S8 

KlunOcenv. G. J -"^O 

Klua-n- A Co.. O <20 

Vnano A Buxter 45S. 549 

Kn«nDton MMl A Lumber Co 88 

KnAas. ". W <"1 

KnoU. D»Hfsnoc« »n ^18 

Krvh*en Triin««. A Tow Boat ro...i«<t 

Kndora Ti»kow ^"S 

Kohno A Co.. Ltd. R ^'>^ 

Kn'ke A Co '«"« 

Koku^al NcwH Awnre 476 

K'^n'nklykn PsVetvuart M««t«wh*n. 

n'j ...01. 127. 140. 141. 181. 1»6. 191 

Ko«mo» 8 8. r« IR?'. 1*^9 

Kowloon-Csnton Ry 2SS 

Kos»ama. 8 3*9 

Kra^mor A Co.. F. L 177. 440 

Kram A SmUIi 331 

Kre'der. 8. L 127,430 

Kni«e, E. T.. A Co....* 168 

Kruse A Banks Shtpbldg. Co... 

13.1. 407 

Kuhara A Co 426 

Kullman Sala A Co 458 

Kusakahe A Co.. Ltd 530 

Kuskokwtm Transp. Co 180 

Kwih Hoo Tong 194 

Kwong See Wo 348 

Kyoehin-Yoko 428 

La Rue Wharf A Lumber Co IS.S 

Lake A Ocean NaT. Co 407 

Lamport A Holt 87.98.19% 

Lancaster Mech. Prod 440. 534 

Landsberger. Julius A 167 

Lane, Crawford A Co 116 

Lane A Bowler Corp 127 

Lang Mfg. Co., F. 8 541 

Lang A Co 155. 156. 167 

Lange. Kenyon A Co 156.448 

Langer A Co 349 

Langley A Michaels Co 458 

Lansing Co 458 

Lapicque A Co.. P. A 116 

Larco. V 160 

Lacker A Bernstein 440 

Laasetter A Co., F 145 

Lastreto A Co 458 

Lathrop A Co., H. R 437.440 

Latin- America. Purchasing Power 

of 297 

Latin-American Trade Record 871 

Laucks. L F 544 

Lawrence Whse. Co 136 

Laws. Immigration 269 

Laaarra, G. y Cia 

Lederer Co., Herbert B. 

Leland Equip. Co 

Leonowens. Ltd. 



Lesser Islands of the Pacific 329 

Leri A Co.. Simon 162 

I^erison. H 446 

Lewis. Harry E 156 

Lewis Investment Co 152 

Lewls-Simas- Jones Co 458 

Lewis. Wm 474 

Lewis A Co 87 

Liberty Shlpbldg. Co 406 

Llddell Bros. A Perrln 192 

Ll^thouse System, Philippine 

Islands 338 

Lilllco Launch Co 180 

LUly Co.. Chas. H 174,525 

Llm Chin Tsong Co 253 

Lincoln 8. 8. Co 198 

Lincoln A Co., J. B 177 

Linderman. F 168 

LlndeUves-Stokris 419 

Lindsay TuUock 124 

Lindsay A Cormack 474 

Lindvig. A. 257 

Link Sucesor 419 

Liquid Measure 303 

Litres Converted Into Wine Gal- 
lons 416 

Litae River Logging Co 143 

LitUe River Redwood Co 168 

LitUe River S. S. Co 106.253 

Littlejobn A Co.. L. 177 

Llata. Lowenberg A 8chlegcl.l67. 458 

Llewellyn Iron Wks 56. 127 

Lloyd Transfer Co 178 

Lloyd's AgenU 233 

Loaiza A Co.. W 4.58 

Lockett Bros, ft Co 121.255 

Lodge. GUbert. ft Co 145 

Loeb Bros 511 

Loewith. Latsen ft Co 442 

Logan Coml. Co 177 

London Assurance Corp 199 

London ft Prov. SCarlne A Gen. 

Ins. Co 19p 

Lone Star Shlpbldg. Co 407 

Long Beach Shlpbldg. Co.. . .124. 401 

Loop. P. S 204 

Loop Lumber Co 168 

Lopea. Crua A 98 

Lopez A Co.. B 96 

Los Angeles Pacific Nav. Co 127 

Los Angeles Shlpbldg. A Drydk. 

Co 401. 406 

Los Angeles Soap Co 127 

LoU A Coronel 263 

Lowengart A Co 156 

Ix)wer Calif. Fisheries Co 162 

Loxlcy A Co.. W. R 116 

Lubacs, Eugene 167 

Lucey Mfg. Corp 440 

Luckenbach Line 91, 

..106. 121, 127. 135. 144. 168, 266, 375 

Lumber Co 470 

Lumber Prod.. Ltd 480. 547 

LyaU. William. Shlpbldg. Co 399 

loron. Lord A Co 94 


M. M. Co 116 

Maatshappy voor Ultvoer en Com- 

missiehandel 191 

Macaulay A Nioolls 199 

MaoGowan A Co 199 

Mack A Co.. G. R. T 177 

Mackenjde A Co 192 

Mackwood A Co., Chas 104 

MacLaine. Watson A Co 34. 191 

Macleod A Co 102.256 

Macondray A Co 

167, 2.16. 432. 438. 550 

Macondray A Co.. Inc 550 

MacPherson A Teetael 480. 541 

Madrigal A Co 494 

Maggi, Emilio 98 


Mallliard A SchmledeU 458 

Mainland Transfer Co. 199 

ICsinU A Co 181 

Major Bros, ft Co 474 

Makins Produce Co 458 

Malay Peninsula 886 

Maldlnl. Luia 98 

Maldonado ft Co 167.458 

MaUcln ft Co.. W. H 480 

Malllns. Arthur 288 

Msndiuria 829 

^randeU ft Co.. K 492 

Manders. Seeman ft Co 12«i 

Manhattan Trading Corp 389,442 

Manitowoc Shlpbldg; Co 406 

Manners ft Badthouse 116 

Maple Leaf Line 

162. 168. 169. 198. 200. 369 

Marden. Orth ft Hastings Corp... 


Marine Engine ft Sumdy Co.. 

Inc 401 

Marine Insurance 222 

Marine Lumber Co 188 

Marine SecUon 231 

Marion Johnson 86 

Maritime Fish Corp.. Ltd 434 

Marks ft Co.. Ltd.. H 331 

MarshaU ft Co.. Ltd 142 

Marsman, Hermann 194 

Martens Gardner Co 458 

Martens Harbaugh Co 499 

Marti ft Co., Inc. F 437 

MarUn ft Co.. W. 148 

Martin A Robertson. Ltd 493 

Martini, G lie 

MartinoUch Shlpbldg. Co 188, 400 

Marty A Co., A 328 

Maru A Co 482 

Maruaen Co 476 

Maryland Shlpbldg. Co 407 

Mason. Ehrman ft Co 156 

Maste. J. M 420 

ASasuda Trading Co.. Ltd 98. 509 

Materials. WeighU of Different.. 414 

Mathews Candy Co 127 

Matson Nav. Co 117, 118. 

..162. 168. 173. 187. 189. 258, 342. 874 

Maurakami ft Kimura 349 

Maxim ft Co 116.424 

May ft Griffith 104 

Maydwell Co.. Inc., The 508 

^IcAUster A Co 141. 185 

McArthur Shipping A Agency Co.. 261 
McAteer Shlpbldg. Co... 178. 179. 404 

McBride A Law 407 

McCammon. J. M 407 

McCleary Timber Co 139 

McClintic-MarshaU Corp 541 

AfcCormick, Chas. R.. 8. S. Co. 

AfcCormick Lumber Co 186 

McDonald ft Co 460 

MrDougal-Duluth Co 406 

McDoweU S. S. Co 180 

McEachem Ship Co... 89. 151. 400. 407 
McGill. C. K.. Dimond ft Co.. Wm.l78 

MoGovem Co.. E. B 468 

MoHwraith. McEacham ft Co 256 

Mclnnes A Co.. Inc., Chas. £ 46 

McKv ft Co 106,460 

McKee Glass Co 426 

McLeon ft Co 432 

McBfalns ft Co.. A. H 460 

McNeff Bros 156 

McNeU ft Co 181.194 

McTavlsh Bros 482. 547 

Meacham ft Babcock Shlpbldg. 

Co 178.407.498 

Measure. Board 412 

Klsastire. Dry 264.415 

Measure, Liquid 803 

Measure. Square 267 

Measures and Metric System. 

Weights 412 

Ports are not listed in the index, but wiD be found in alphabetical order commencing with page 85 

Digitized by V^OOQ IC 




Machinery Company 


Manufacturers and Distributors 

Portable Scarphing Machines 

Angle BeveUing Machines 

Portable Countersinking Machines 

Motor Driven 

Wall Radial Countersinking Machines 

Liner Roll Machines 

McBride (Patent) 
Hydraulic Ship Plate Tighteners 

New Invention 

Bolting-Up Machines 

Electric Slab Winches 

Propeller Hub Tapping Machines 

These machines are in use in all the large shipyards on the Pacific Coast 

and in other countries 

Descriptive catalogues and prices forwarded on application 

Main Office: 201-202 Maynard Building 

Digitized by 




General Index— Continued 

IfeasorM. E<iiiiT«lento: Money. 

Weights «nd 247 

Measures, Forelm 308 

Meuures, MisoeUaneous 415 

Measuree. Weights and 414 

lOedansche Handel Maat8chapplJ..432 

Meek A Co., Chas. S 480.534 

Meertamp A Go 256 

MehtA & Co.. M. B 94. 98 

lOeier & Frank Co 155.156 

Melbouine 8. 8. Co. 257 

MeUm. J. P.. Mrs 349 

MercantUe Box Co 186 

Mercantile Ofenea Corp 110.254 

Mercantile Wharf 4 8teTed. Co... 96 

Merchant Calc. Mach. Co 444 

Merdiant Shtpbldg. Corp 406 

Merdiants* Line 

98. 110. 121. 170, 173. 180 

Merrill Sterens Shlpbldg. Corp... 406 
Meisageries Maritime Cle 

144. 159. 185. 323 

Metric System and American 

EqulvalenU 413 

Metrio System of WelghU and 

Measures and Others 412 

IQstropole Trans. Co 198 

MetropoUtan Press 425 

Meziean. Central American Ecua- 
dor A Colombia S. 8. Co 130 

Mexican Com. & Agrlc. Co 430 

Mexican Trading Co 130 

Mexico 369 

Mexico. Consular Invoice 370 

Michel-BUodeau Chem. Co 460 

Midland Bridge Co 407 

Mikimoto Pearl Store 476 

Milk Products. Canned 385 

Mill * Mine Supply Co 216 

Miller Transfer Co 178 

Mills ft Sons. J. W 434 

Milne. Williamson ft Co 140. 254 

Milne ft Co.. Chas. 460 

Milwaukee Elevator Co 188.190 

Milwaukee Tug ft Barge Co 188 

Ming Kee Hong 116 

Mirandolle. Youte ft Co 180 

Miscellaneous Measures 415 

Miscellaneous Weights 412 

Mitsubishi Ooehi Kalsha 40. 536 

Mitsubishi ft Co 

..40. 122. 182. 180. 185. 374. 476. 541 

Mitsui ft Co.. Ltd 541 

Mitsui Bussan Kalsha. Ltd. 


..182. 156. 162. 167. 177. 179. 180. 

..185. 195. 203. 256. 260. 874. 468. 476 

Mlwa Go.. T. 460. 550 

Mlyatake Bros 297 

Mobile Shlpbldg. Co 406 

Modem Company 480 

Mody ft Co.. N 116 

Mod ft Co 476 

Mcdms ComL Co 167 

Money OonTersion Tables 409 

Money. Weights and Measures. 

EqulTalenU 247 

Moorauz ft Co 128 

Moore Ferguson ft Co 460 

Moore. Samuel, ft Sons 406 

Moore Shlpbldg. ft Dry Dk. Co. 


Moore ft Co.. Chas. C 188 

Moore ft Co.. Geo. A. 167. 256. 460. 516 

Moore ft Co.. B. S 474 

Moore ft Scott Iron Wks 401.406 

Moorriiead Badio Corp 460 

Moreland Mbtor Truck Co 127 

Morey ft Thomas 407 

Mocian-Feek Co 537 

Mmisakl Tsume Shoten 428 

MoroQg. Juan Tomas 98 

Morris. Hedstrom Go 331.472 

Morrison ft Go 195 

Morse. Clay S 

Mbrae. J. O 

Moses ft Co.. N. 8.. 
Mosher. George W... 
Motlwalla. F. A..... 


Moulder ft Co.. A. B 116 

Mowers ft Denny 177 

Muecke. Edw. E. 255 

Muller. Maclean ft Co 442 

Munder ft Sons. Wm 401 

Murdock. J. M 407 

Muman Shlpbldg. Corp 407 

Murphy ft Brewster 479 

Murphy-McBride Co 177 

Murray. BOberts ft Co 106 

Mustard ft Co 116 

i:\itual Prod. Trdg. Go 177. 446 

N. V. Hmy 472 

N. y. L. E. Tela ft Co.'s Han- 

delmy 419 

N. V. Techniseh Bur. yerhoop...472 

Naigai Bussan Shokai 476 

Xaknek Pkg. Co 460 

NaUadaroo ft Co...., 420 

Xanlwa Boyeki Shokai 440 

Nanyo Tusen Kalsha. Ltd 

91, 116. 128. 181. 185, 186. 191 

Nanler Trading Co.. The 94 

Napple Transfer Co 178 

Nathan. L. D »i 

National Bank of Commerce (Se- 

atUe) 531 

National Bank of New Zealand.. 209 

National Bank of Tacoma 535 

National City Bank of New York.. 5 14 

National City Bank of Seattle 537 

National Exp. ft Imp. Co.... 422. 536 

National Imp. ft Trdg. Co 442 

National Merc Corp 470 

National Mort. ft Agcy. Co 147 

National Pole Co 136 

National Beflning Co 422 

National Sewing Machine Co 420 

National Shlpbldg. Co... 179. 404. 407 

Nautical Terms. Common 290 

Nautillus S. S. Go... 110. 140. 263. 266 

Nayal Supply Mfg. Co 468 

Nederland Amerika Line 128 

Nederland Ocean 8. S. Co 140 

Nederland ft Botterdam Lloyd 

Boyal MaU Lines 

128, 129, 206. 255, 258 

NelU ft Co 106,147 

Neleh Trading Co 177, 468. 508 

Nelson. Charles Co 

..107. 155. 169. 173. 180. 189. 253, 259 

Nelson Iron Works 525 

Neptune Forwarding Co.. Inc 535 

NeUierlands Boyal M. S. N. Co... 98 

Nettieford. B. 112 

Newbegln Lumber Co 516 

New England Fish Go 198 

New Home Sewing Machine Co... 502 

New Jersey Shlpbldg. Co 406 

New South Wales 353 

New Westuiindter Cons, ft Etag. 

Co. 399 

New York Padflc Line 98. 160 

New York Shlpbldg. Corp 406 

New York ft Cuba MaU 8. 8. 

Co.. Tho 265 

New Zealand 355 

New Zealand. Australian States 

and 849 

New Zealand. Form of Dedara- 

tion for 856 

New Zealand Loan ft Merc. Co. 


New Zealand Shipping Co 

New Zealand Trade. Facts Ex- 
porters Should Know About. ...209 

NewaU ft Claxton 116 

Newburgh Shipyards 406 

Newcomb Lifeboat Go 407 

Newport News Shlpbldg. & Dry 

Dk. Go 406 

l*ncaragua 367 

Nicaragua. Consular Invoice 367 

Nickel ft Lyons. Ltd 510 

Nidrerson Co.. G. W 156 

NUe. Bhelms ft Co 460 

Nllson ft Keles Shlpbldg. Corp... 

179. 404, 407 

Nippon Yusen Kalsha 

94. 96. 98. 116. 118, 122. 131. 
182. 141. 144, 179. 185. 188, 
192. 199. 200. 203. 260. 266. 
304. 317. 823. 374. 375. Back Cover 

Nlpponophone Co., Ltd 426 

Nlsshen Klsm Kalsha 112 

Nitrate Agencies 87. 121. 255 

Nitre 8.8. Co 170 

Nock ft Klrchlp 145 

Nordman ft Co.. 6 460 

North American Merc Co.. 167, 460 

North Arm 8. 8. Co 198 

North Bend Iron Works 135 

North Bend Mill ft Lumber Co.. 

135, 444 

North Carolina Shlpbldg. Co 407 

North China Ins. Co 199 

North End Lamber Co 188 

North Padflc Bank Note Co 538 

North Padflc Coast. Timber Sup- 
ply of 879 

North Padflc Lumber Co 153 

North Padflc 8.8. Co 89. 98 

North Padflc Trdg. Co 468. 550 

North Padflc Weather 251 

North Vancouver Ferries 198 

Northern Construction Co 899 

Northern Grain ft Whse. Co.. 156. 190 

Northern Nav. Co iro 

Northern Padflc Ry 

107, 109, 189. 173. 

..180. 186. 188. 189. 190. 197. 198. 20.< 

Northwest Fisheries 173 

Northwest. Fruit Industry of the.. 386 

Northwest Lead Co 468 

Northwest Plug Co 156 

Northwest Radiator ft Fender 

Works 535 

Northwest Steel Co 

151. 158, 156, 399, 406 

Northwest Trading Co 

116, 177, 468, 8551 

Northwest Transfer Co 155 

Northwestern Fruit Exchange 48 

Northwestern National Bank 522 

Northwestern Woodenware Co. 188. 474 

Norton. C. A 86 

Norton. Lilly ft Co.. 177, 180. 266, 374 

Norton ft Harrison Co 432, 537 

Norway-Padflo line 170. 404 

Norwegian Imp. Co 448 

Novelty MIU Co 173 

Nowell Co., Chas. E 460 

NosaU Bros 167, 460, 482, 508 

Nut House, Inc 538 

Nuts of the World and Their 
Usee, Principal 302 

O. W. R. R. ft N. Co 

..88, 109, 189, 150, 152, 153, 188. 205 

Oahu Ry. ft Land Co 118 

Oahu Shipping Co 255 

Oakland. Antioch ft Eastern By... 186 

Oakland Launch ft TugtxMit Co. . . 

135. 136 

Oakley Paint Mfg. Co 430 

Obtaining Help, Instructions for... 230 

Ocddental Ttadlng Co 156 

Ocddental ft Oriental 8.8. Co.. 94, 98 

Ocean Brokerage Co 546 

Ocean Marine Ins. Go 199 

Ocean S.S. Co.. Ltd.. 91. 98. 108. 

..131. 144. 148. 159. 181. 186. 189. 374 

Ocean Transport Go 177 

Oceanic S.S. Co lis. 144. 

169. 170. 181. 184, 191, 258, 329. 342 

Ooeanlo Trading Go 178 

O'Connor-Harrison ft Co 535 

O'Connor-Harrison ft Gutte 460 

OdeU ft Co 108 

Officers of the Steamboat Inspec- 
tion Servioe on the Padflc 

Coast 233 

Oglisstro ft Go 159 

Ohashi Imp. Co 460 

Ohu Development Co 538 

OU Docks 303 

Oils and Their Uses. Principal... 300 
Oils. ImporU of Spedfled Through 

Washington sgg 

Oils. Vegetable ...388 

Okada ft Go 470 

Okada ft Icfaida Go 107 

Okura Gumi 105 

O'Loane. Kiely ft Co 480 

Olaen ft Co.. falter E 432, 539 

Olson. Fred. Line iso. 374 

Olson, Henry, ft Co 261 

Olson. Olive J.. S.S. Go 169 

Olson ft 2dahoney 204 

Olympia-Tacoma Nav. Co 13& 

Olympic Foimdiy Co 540 

Olympic Portland Cement Co 93 

Olympic Tug ft Barge Co 139 

O'Heara Co.. Maurice 508 

Oosman. Jamall ft Co 9» 

Opportunities for Americans at the 

Port 6t Shanghai 392 

Opportunities in China. Ttade 213 

Ordinary Port Charges 228 

Oregon 373 

Oregon Auto Dispatch 155 

Oregon Brass Works 53b 

Oregon K>arlne ft Fisheries Supply 

Co : 150 

Oregtm Padflc Lumber Co 88 

Oregon Steved(»lng Co.. Inc 481 

Oregon Transfer Co 165 

Oregon Trunk Ry. Go 156 

Orient Boyal Mall Packet line. 98. 144 
Orient Steam Nav. Go 

96. 128, 181. 141.261 

Oriental- American Corp. .177. 468. 490 

Oriental Exp. ft Imp. Co 484 

Oriental Prod. Co 460 

Oriental Trading Co 177. 468 

Oriental Tran^. ft Trading Co.... 476 

Oriental Warehouse 165 

Ormerod Exp. Corp 442.492 

Osaka Shoaen Kalsha 86. 

.94. 105, 108. 116. 118. 122, 129. 

132. 144. 148. 162. 170. 173. 179. 

185. 186. 188. 192. 199, 200. 206. 

253. 260. 262, 304, 317. 323. 374. 375 

Osaka Yusen Kalsha 188 

Osborn. W. P.. ft Co 177 

Ostrander, H. F 

179, 180, 199, 260.374 

Ostrander ft Morrison 178 

Otis. M'Allister Co 460 

Overland Freight ft Transfer Co.. 167 

Overseas Corp 177.468.492 

Overseas Factors 460 

Overseas Shipping Co 177. 180. 374 

Owarlya Shoten .476 

Ports are not listed in the index, but will be found in alphabetical order conunencing with page 85 

Digitized by V^OOQ IC 




; Ml J 




This is the true meaning of 

A L M A R I N 


Uniform in Strength and Solubility. Unvarying Standard. 

All direct colours fast to acids and washing, some of them dis- 
chargeable and others leaving silk white. 

We feature some colours for wool that leave rflk white, are ex- 
tremely fast to light, and stand fufling. 

















and all other shades available 

Prices for spot or contract ''from one pound to a million" and samples cheer- 
fully furnished. 

P. S. — Submit colour-shades you are now using to our Analytical Laboratory, 
and we will give you a practical demonstration of how we can save you money. 




[Cables 2 Almarin, N. Y.] Singer Building New York, U. S, A. 

Responsible Representatives with thorough Dye-Stuff experience, 
wanted in all principal textile centers of the world. 

19 Years of Chemical Prepress, 

Digitized by 




General Index— Continued 


P. ft O. M. M. aa 181 

P. * O. & N. Co. . . . . . .94. 96. 98. 

..108. 118. 131. 182. 141. 144. 185. 823 

Paanluu Sugur Plantatloa Co 460 

Padfle Agencies 480 

Padfle Aladta NaT. Co 188 

Paellle- American Fiaheries Co .86. 899 

PadflC'American Trdg. Co 460 

Padfle Barge Co 180 

Padflo Coait Coal Co 

63. 155. 188.201 

Padfle Coast Elev. Co 158 

Padfle Coast Grinding ft Machine 

Works 52t 

Padfle Coast Gypsum Co 188 

Padfle Coast, Oflloers of the 

Steamboat Inspection Berrioe on 

the 238 

Padfle Coast By 178. 173 

Padfle Coast Shipbldg. Co 406 

Padfle Coast Steel Co 460 

Padfle Coast Syrup Co 460 

Padfle Coast Tiastlng Lab 543 

Padfle Coast. Timber Supply of 

Uw North 879 

Padfle Commerdal, Go 

...102. 120. 128.' 167. 177. 432.442 

Padfle Coast. Co 899. 644 

Padfle Constnictloa ft Eng. Co... 429. 
Padfle Countries and States on 

the 304 

Padfle Countries. Timber of the. . .381 
Padfle Countries. Weather Signals 

of ^ 249 

Padfle Creosotlng Co 543 

Padfle £xp. Lumber Co 156. 446 

Padfle Fire Eztlng. Co 460 

Padfle Fruit ft Produce Co 188 

Padfle Gas ft Elec. Co 136 

Padfle Grain Co 156 

Padfle. lee in the 210 

Padfle Imp. Co 177. 468 

Padfle Islands Line 170 

Padfle Lumber Co 106 

Padfle Machine Shop ft Mfg. Co. .477 
Padfle Mail S.S. Co 

85. 94. 98. 116. 118. 127. 128. 130. 
158. 162. 169. 256. 258. 265. 170. 
..181. 185. 206. 323. 337. 342, 369. 505 

Padfle Marine Ins. Co 199 

Paeifle Marine Iron Works 51 

Paeifle Marine ft Cons. Co... 156. 402 

Padfle Mills. 195 

Padfle Motor Supply Co 462 

Padfle NaUonal Lbr. Co 543 

Padfle Net ft Twine Co 173 

Padfle Northwest Spar Co 468 

Padfle Northwest Traction Co 180 

Paeifle Novelty Co 483 

Paeifle Ocean Weatlier 252 

Padfle Orient Co 462 

Padfle Phonograph Supply Co 460 

Padfle Pipe Co 462.548 


Padfle. Principal Products of Ex- 
port fKNB Countries on the 299 

Padfle Product!. Principal Sources 

of 298 

Padfle S. N. Co 

87. 110. 121. 140. 141. 160. 

191. 194. 195. 254. 261. 263. 265. 266 
Padfle S. S. Co 

86. 98. 104. 106. 107. 122. 127. 135. 
155. 157. 159. 170. 179. 180. 188. 
189. 195, 198. 199. 200. 253. 260. 374 

Padfle Shipyards on the 398 

Padfle SUtes Exp. ft Imp. Co.... 167 

Psdfle States Bubber Co 543 

Padfle Steel ft Boiler Co.... 188. 474 
Padfle Stevedoring ft Contg. Co... 157 
Padfle Sunset line 170. 369 


Padfle Tank ft Pipe Co 136 

Padfle Tow Boat Co 107. 180 

Padfle Trading Co 167.462 

Padfle Transfer ft Stge. Co 155 

Padfle Whse. Co 178 

Padfle Western Com. Co 462 

Padfle Wood ft Coal Co 160 

Padangiche Handel Maatschappy. .140 

Pagnamenta ft Co 96 

Palaxlo ft Co.. B 104 

Pan-American Line 127. 169 

Pan-American By 365 

Panama ,....868 

Panama Canal. S.S. Operating ria.265 
Panama Canal. TraflBc Through the 


Panama. Consular Invoice 368 

Pananui Pacific Line 127. 858 

Panama Ballroad Co 369 

Par ft Co 9A 

Parafflne Painl Co 136 

Parcel Post Zones and Bales 291 

Parker Co.. Inc.. Charles 537 

Parkes. George A 261 

Parr-McCormlck S.S. Co 

...106. 135. 152. 169. 180. 253.260 

ParroU ft Co 178.482 

Parsons Hardware Co., Inc 511 

Parsons Co 442 

Pass ft Seymour 442. 504 

PateU ft Co 116 

Patenon. Simons ft Co. 185 

Pateraon ft Co., A. S 

91. 106. 141. 148 

Palerson ft Bobertaon 419 

Patron. Victor 482 

Patten. McKensie Co 206 

Patterson Lumber Co 543 

Pstterson-McDonald Shipbldg. Co. 

179. 406 

Pattisob Lumber Co.. J. A 156 

Paring Blocks. Creoeoted Douglas 

PIT 384 

Payne Sales Co 462 - 

Peabody ft Co.. W. Henry 167 

Peacock Towing Co 93 

Peck Bros. Towing Co 107 

Peerless International Corp... A3. 442 

Pemtwrton Wooler. C 480 

Pemberton ft Co.. Inc.. 177. 468. 530 

Pemberten ft Son 532 

Peninsula Lumber Co 153 

Peninsula Shipbldg. Co 

151. 156, 400. 407 

Penn Mutual Life Ins. Co 533 

PeonsylTsnla Shipbldg. Co 406 

PennsylTSnia Steel Exp. Co 446 

Pensacola Shipbldg. Co v.... 406 

Pentreath ft Co lie 

People's Whsrf Co 142 

Peres ft Co 96 

Perlne Machinery Co 543 

Petroleum Products Co 550 

Peru 361 

Peru. Consular Involoe 361 

Perurian S.S. ft Dock Co.. The. . . . 

110. 265 

PetUbone ft Co., C. M 178 

Philippine Fiber ft Produce Co. . . .432 

Philippine Islands 337 

Philippine Island. Invoices... 340, 341 
Philippine Islands Lighthouse Sys- 
tem 338 

PhlUppine NaUonal Bank 41 

Philippine Net ft Braid Co 548 

PhlUppine Vegetable Oil Co.. Inc.. 432 

Phoenix Iron Works 186 

Phyfe ft Co.. James W 442. 532 

Plch ft Saumandran. S. A 420 

PlcoU Essex B 474 

Pierce County Port District 38-39 

Pinal Dome Beflnlng Co 136 

Plnkhsm ft Co., A. U.. 177, 387. 468 


Plnneo ft Co.. B. D 178 

Pioneer Paper Co 127 

Pioneer Sand ft Gravel Co 174 

Places. Geographical 393 

Planters Stores ft Agency Co 148 

Plummer l£fg. Co., W. A 462 

Polnsard ft Veyret Ill 

Polsson. Elio 263 

Polsat, J. M 531 

PoUcy of the United SUtes and 

Jwan Begarding China 212 

Population of Various Countries.. 4 15 

Port Angeles Trans. Co 142. 180 

Port Charges. Ordinary 228 

Pqrt of Shanghai. Opportunities for 

Ammrlcans at 392 

Port of Seattle 24-25 

Porter, B. C 462 

Portland Cement Co 127 

Portland Cordage Co 156 

Portland Dock Commission 30-3 1 

Portland Flouring Mills Co... 153, 156 

Portland Lumber Co 153 

Portland Marine Supply Co 156 

PorUand Oriental Imp. ft Exp. Co. 448 

PorUand Bice Milling Co 156 

Portland Bubber Mills 448 

Portland Ship Collins Co 407 

PorUand Shipbldg. Co 156 

Portland Wharf Co 152 

Portland Woolen Mills Co 156 

PorU of Call, Treaty Port and 226 

Ports of Entry, Customs Districts, 

HeadQuarters and 218 

Postal Begulatlons, United States. 291 

Potomac Shipbuilding Co 407 

Pounds Avolrdupob into Kilo- 
grams, Table for Conversion of.. 415 
Power of Latin -America, Pur- 
chasing 297 

Pratt ft WlUlams, Inc 439 

PredlcUons st Sea, Weatlwr 248 

Premier Packing Co 162 

Premier Shilling Co., Inc 531 

Premier Trading Co 442 

Prescott Bros 50 

Prescott, W 462 

Press Steel Co 490 

Preston, J. F 173 

Price Co., J. H 404 

Price Shipbldg. Corp 179 

Prince Line, The 266 

Prince Bupert Tbwlng Co 157 

Principal Coaling SUtlons 210 

Principal Countries, Foreign Com- 
merce of the Four 236 

Prindpal Nuts of the Worid and 

Their Uses 302 

Prliidpal Oils and llieir Uses 300 

Prindpal Ports of World Ice- 
Pound During Winter 294 

Prindpal Products of Export from 

Countries on the Padfle 299 

Prindpal Sources of Padfle Prod- 

ucU 298 

Proctor ft Gamble 389, 422 

l*roducts. Canned Milk 385 

Products of Export from Countries 

on the Padfle Prindpal 299 

Produeta of the Western SUtes... 239 
Products. Prindpal Sources of Pa- 
dfle 298 

Puget Mill Co 533 

Puget Sound Bridge ft Dredging 

Co 179. 404 

Puget Sound Elec. By 180 

Puget Sound Exp. ft Imp. Corp... 177 
Puget Sound Flouring Mills.. 188. 189 
Puget Sound Mills ft Timber Co. . 

142, 143 

Puget Sound Nsv. Co 

...R6. 93. 107. 142. 180. 200. 531 
Puget Sound Traction, Light ft 
Power Co 180 


Puget Sound Tug Boat Co 

89, 180, 188 

Puget Sound ft Willapa Harbor By. 186 
Purchasing Power of Latin-Amer- 
ica 297 

Pure Pood and Drug Act, U. S...219 

Pursumall ft Co.. T 424 

Pusey & Jones Co 406 

Quaine ft Co., Ltd 147 

Quaker City Corp 44 

Quaker City Supply Co 446 

Queensland 353 

Quong Tuck Co 177 

Badlo SUtlons 268 

Bailroads. Canadian and Amer- 
ican 289 

Bamsey Oppenhdm Co 547 

Bangoon Industrial Co 448 

Bansome Mar. Compass Mfrs 468 

Bat Portage Lbr. Co., Ltd 523 

Bates, Parcel Post Zones and 291 

Bates. Telegraph and Cable 295 

Bates, Trans- Padfle Freight 394 

Bates, Wireless to Alaska 296 

Baw Material ImporUtlon, Im- 
portance of 78 

Becord. Latin- America Trade 371 

Beece ft Co.. Edw 147 

Beed. Malcolm, ft Co 419 

Beeve & Charlwood. Inc 500 

Beflectolyte Co 472 

Begulatlons Prohibiting Trading 

with the Enemy 214 

Begulatlons. United SUtes Postal. 291 

Bcid Bros 462 

Beifsnyder Tbwlng Co 93 

Bellly, Mullener ft Co 410. 550 

Belss ft Co.. 99. 112, 116, 127, 181, 253 

BeUable Hauling ft Stge. Co 178 

BeUable Oyster ft Fiah Co 174 

Bepubllc Creosotlng Co '...426 

Beynolds Development Go 129 

Beynolds-Morgan Co 177. 468 

Beynolds Timber Shipping ft Ins. 

Agcy 480 

Beynolds ft Co., W. E 106 

Bhodea-Jamleson ft Co 135 

Blch ft Co., Ltd 95 

Bichmond Beach Sand ft Gravel 

Co. 174 

Bigg ft Co.. John 480 

Bigold ft Bergmann, E 480 

Blordon Pulp ft Paper Co 434 

Blthet ft Co., B. P 200 

Bobble. Kaad ft Co 331 

Boberts ft Co.. Ltd 94 

Bobertson. Wilson ft Co 116 

Bobertson ft Toung. Ltd 474 

Boblnson ft Walker 177, 468 

Boblnson ft Co., W. H....;..442, 448 

89, 151, 400, 407 

Bockwood Sprinkler Co 42 

Bodgers ft Co.. George F 

Bogers Brown ft Co 

123. 176. 178. 439. 442. 468 

Bogers, Joslah 93 

Bogers, Wilson and McEachem 88 

Bolph Mills ft Co 462 

Bolph Nay. ft Coal Co 169 

Bolph Shipbldg. Co 106, 401 

Boman Paint Co 462 

Bomer. Bobert. ft Co 462 

Bord ft Mirams 422 

Bosco Trading Co 442 

Bose ft La Flamme 434 

Boienberg Bros, ft Co 462 

Bosenblatt, H 492 

Boaenblum, 8 462 

Boss, Co.. Alex 116. 186. 42S 

Boss Lloyd 194 

Boss ft HoiAand ! . ! .178 

BothweU ft Co 177.442,468 

Port8 are not listed in the index, but will be found in alphabetical order commencing with page 85 

Digitized by V^OOQ IC 



Hendricks Manufacturing Company 



700 to 2800 Horsepower 


Builders of Marine Engines 
for the U. S. Shipping Board 
Emergency Fleet Corporation 


3301 First Avenue, South 


Digitized by 




General Index— Continued 


Rottordamsche Lloyd 91. 98. 

...116. 140. 181. 188. 185. 191. 84i 
Rouwwbont, ICulCtor k. Go. . .181. 194 
Rownaon. Drew & ClydeMlale... . 6 

Boyal Bank of Canada 157 

Royal Dutch West India Mall S.S. 

Co 266 

Royal Mall Steam Packet Co.. 116. 
..155. 173. 180. 188. 199. 200. 260. 374 

Royal Packet Nat. Co 

98. 181. 144. 185. 261 

Royal Traders. Ltd 546 

Ruben & Co.. Paul R 462. 513 

Rubinstein & Co.. J 349 

Rule of the Road at Sea 297 

Rules of 1890. York- Antwerp 224 

Rnlofsen Co.. A. C 462 

Rupert Marine Iron Works 157 

Rupert & Co 156. 177 

RusseU. Co.. Jamee 188 

Russian Poods Reduced to Avoir- 
dupois Pounds 417 

Russian Volunteer Fleet 

98. 132. 180. 874 

Ryan Fruit Co 188 

SU Com de Fse de I'Indochlna. . . 159 
St Helens Shipbldc Co. .151. 400. 407 
St Paul Fire A Marine Ins. Co.. 199 
St Paul ft Tacoma Lumber Co.... 188 

Saarl-TuUy Lumber Co 481 

Sagawa ft Co.. Ltd 428 

Saginaw Shlpbldg. Co 496 

Sakacuchl ft Co 428 

SakaU Co.. S 177 

Sale ft Frakar 205 

Salesmanship. Advertlalnf and 79 

Sallties de AntofaiasU 87 

Sallavwrry Agencies Co 160. 257 

Salmon Exports from the United 

States. Canned 390 

Salmon Industry. The 390 

Salt Lake. San Pedro ft Los An- 
geles Ry 124 

Salvador 365 

Salvador, Consular Invoice 865 

Samuel. Samuel ft Co. . . .122. 128. 185 

San Diego ft Arlsona Ry 161 

San Diego Marine Cons. Co 402 

San Francisco Iron ft Metal Co... 462 

San Frandsoo Trading Cmrp 462 

San Frandsoo ft Portland S.S. Co. 

88. 155. 169. 257.526 

San Juan Fish Co 174 

Sanbome ft Sons. G. W 88. 89 

Sanborn. W. B.. Yallejo Bonded 

ft Free Whse 165 

Sanderson ft Porter 407 

Sandilands. Buttery ft Co. 141, 446. 480 

Sandypoint Shlpbldg. Corp 407 

Sankey ft Mason 480 

Sankyo Co 476 

Santa Fe Ry. Co 135. 136. 160 

Sanyo Co 177 

Sargood. Son ft Ewen 106. 147 

Sashihara Co.. N 177 

Sassoon. ft Co.. Dav:d 161. 181 

Sato ft Co.. T 550 

Saunders Ward ft Co 1S7 

Savage Scofleld Co 188 

Sayegusha Shoten. M 348 

Sayers ft Co 420 

Scammell ft Co.. W. S 462 

Schaw-Batcher Co 401 

Scheel. K. H 549 

Hehlller ft Co 529 

Schmid en Jean del 8. Co 127 

SchmoU Flls ft Co 442 

Schukl ft Co 462 

Schultae. Robinson ft Schultie 401 

Schumann ft Co.. A 462 

Schwabacher Dock ft Whae. Co... 173 

Schwabacher Hardware Co 495 

Sehwager ft Nettleton Mills.. 174. 528 

Rchwarts Bros 462. 484 

Scott Fell ft Co. (Interstsie S.S. 

Co.) 261 

RcoU Henderson ft Co... 145. 261. 474 
Sea. Distance of Objects First Seen 

at 408 

Sea. Rule of the Road at 297 

Sea. Weather Predictions at 248 

Seaboard Shipping Co 464 

Seaborn Shipyards Co... 188. 399. 407 


Seale ft Co.. P. J 549 

Sealy. Thos 548 

Seattle and Alaska Ports. Approx- 
imate Time Between 252 

Seattle- Astoria Iron Works 526 

SeatUe Chain Co 470. 501 

SeatUe Con. ft Drydk. Co.... 404. 406 

SeatUe Engraving Co 548 

SeatUe Exp. Co 177 

SeatUe Far East Trdg. Co.... 62. 177 

Seattle Flour MlUs 501 

Seattle Lumber Co 174 

Seattle Machine Co 470 

SeatUe Mattress ft Uphols. Co.... 468 

SestUe Municipal Ry. Co 180 

Seattle North Padflc Co 

179, 404. 526 

Seattle Padflc Shpg. ft Trdg. Co.. 

387, 470 

Seattle S.S. Co 180 

Seattle Trading Co 177 

SeatUe Warehouse Co 546 

Seattle ft Rainier Valley Ry 180 

Security Bonded Whse 165 

Sedick Bros, ft Co 424 

Seed Sowing Table 247 

Selchi Torie 446 

Seller ft Co.. M 156 

Semlnarlo ft Co 140 

Semple Co.. Stanley £ 470 

Service. Hydrographic 232 

Setsuda ft Co.. K 177 

Seven Seas Sales Service 290 

Shakow. Joseph D 547 

Shan^al. Opportunities for Amer- 

iouis at Port of 392 

Shanghai Tug ft Lighter Co 184 

Shanghai Waterworks Co 184 

ShaUuck. Inc.. L. H 407 

Shaw. SaviUe ft Co 

91. 106. 112. 147.266 

Shaw. Wallace ft Co 98. 104 

SheU Co 155 

Shepard Co.. Arthur B 475 

Sherwood ft Sherwood 167 

Shewan Tomes ft Co 

99. 116. 253, 266, 442.445 

Shlng Wah Trading Co 470 

Shlnyei Co 428 

Shinyugumi ft Co 428 

ShipbuUders Machinery Co 16 

Ship Cons, ft Trdg. Co 407 

Ship Lumber Mill Co 188 

Shippers Com. Corp 310 

Shipyards on the Padflc 398 

Shira I4ne 132. 141, 148. 181. 203 

Shorrock ft Co.. B. 495 

Shun Tuen Hing Co 167 

Slam Electrldty Co 420 

Slam S. N. Co.. Ltd 92, 185. 253 

Slam Trading Co 420 

Slber. Hegner ft Co 476, 484 

Siberia 304 

Siberian Co 462 

SIddessur Sen Co 98 

Siegfried ft Co.. John C 167. 464 

Sieme-Carey Mill Co 142 

Signals. Distress 294 

Signals of Padflc Countries, 

WeaUier 249 

Sllva-Netto ft Co 485 

Slroe Darby Co., Ltd 430.470 

Simmle ft Grilk 391 

Simmons ft Co.. Thomas W 

116. 167. 181. 185. 532 

Slno-North American Co 434 

Skagit River Nav. Co 180 

Skinner ft Eddy Corp 

174. 179. 402, 405. 40R 

Skott Co., H no 

Sloan Shipyards Corp 407 

Smellie ft Co 95 

Smith, Bell ft Co 

102, 120, 129. 256. 837.499 

SmiUi ft Co., Corwin D 177. «4'« 

^mWh Co.. T. H 444 

Smith. Henry C 

...170. 177. 369. 374. 407. 464.620 

Smith. Howard 96.329 

Smith Lumber ft Mfg. Co.. C. A..l'»9 

Smith ft Watson Iron Works 44s 

Snoqualmle Falls Lumber Co 47n 

Soares ft Co 116. 42fl 

Sodedad Oaston, Williams ft Wig- 
more 2''3 

Sodeta Commlssionara Orientale. .484 
Sodete Francalse Commerdale de 

I'Indo, Chine Ill 

Solomon. C. Jr 167. 464 

Somarruga. Alberto 160 

Sommarstrom Shlpbldg. Co... 151. 407 

Sommatuga. Alberto 478 

Soule Co.. Edw. L 464 

Soule Tug Boat Co 109 

Sources of Padflc Products. Prin- 
cipal 298 

South American Padflc Lhie 

127. 268. 874 

South American S.S. Co 87. 265 

South AustraUa 854 

SouUi Bend AClUs ft Timber Co.... 186 

SouUi Bend Wharf Co 186 

SouUi Sea Nav. Co 369 

Southend Whse. Co 165 

Southern Alaska Canning Co 507 

Southern Padflc Ry 

...124, 129. 131. 135. 136. 153.156 

Southern Shlpbldg. Corp 406. 407 

Southwestern Shlpbldg. Co 402 

Southwestern S.S. Co 369 

Sparks, Co., John 442 

Specifled Oils, Imports of 388 

Speddlng. Ltd. 419 

Spencer Co., Frederick W. 464 

Sperry Flour Co 127. 188. 189 

Spokane, PorUand ft Seattle Ry. 

Co 88.152,158.156 

Spreckels Bros 161, 162, 170 

Springer Co.. Milton E 432 

S^unt ft Rosenfeld 167 

Square Measure 267 

Stable Co., N. ft B 491 

StaehL ft Co., Alfred 162. 450 

Standard Brass CasUngs Co 136 

Standard Chem. Co 188. S45 

Standard Felt Co 127 

Standard Marine Ins. Co 199 

Standard Imp. Co 432 

Standard OU Co 

89, 93, 106. 117. 122. 

..127. 142. 148, 155. 176. 182. 188. 195 

Standard Shlpbldg. Co 406 

Standard Underground Cable Co. . 136 
Standifer Cons. Corp.. O. M 

151. 156. 400.407 

Star P. ft V Corp. 442 

Star S. S. Co 107. 180 

Starkey ft Co.. J. F 442.490 

SUten Island Shlpbldg. Co 406 

States on the Padflc. Countries 

and 304 

StaUons, Radio 268 

SUtter ft Johnstone 156 

Stoallng Foster ft Co. 464 

Steamboat InspeoUon Service on 

the Padflc Coast Officers of 

the 283 

Steamships Operating via Panama 

Canal , . . . . r 265 

Steebe ft Co.. J. T 178, 187. 495 

Steel Bros, ft Co 158. 430 

Steele Co.. J. H. W 424 

Stephens ft Co.. H 116. 426. 630 

Stephens. Michael ft Co 128 

Stephens ft Gregory 127 

Sterelny ft Co 208 

Stem Co., D. S 116. 464 

Stem, of Am., Solomon 444 

Stetson Machine Workh 517 

Stevens Co.. John B 1R8 

Stevens ft Co.. T. M 156,418 

Stevenson ft Co.. W. P 

102. 120. 129. 256. 401 

Stewart Maxwell ft Smith. Inc.. 394 
Stoomvarts Mattschappy Nedor- 

land 6 

Stork ft Co.. Cbas. T 442.506 

Strachan. Oswell ft Jepson...444. 496 

Strachan ft Co., W. H 123 

Straits Steamship Co.. 92, 141. 148. 185 

Strong ft Trowbridge Co 444 

Strutbers ft Dixon 


Sturt OgUrie ft Co 331 

Submarine Boat Corp 406 

Suckling Bros 422 

Sudden ft Christensen 155. 169. 204 

Sullivan. J. J 145 

Sullivan Lumber Co 530 


Sumatra 885 

Sun Shlpbldg. Co 406 

Sunde ft d'Evers Co 408 

Sunset Lumber Co 185 

Supple-Ballin Shlpbldg. Corp..... 

151. 166. 400. 406 

Survey, Coast and Geodetlo 228 

Suter ft Co.. Exigene 444. 523 

Sutherland, Douglas 156 

Suauki Bros. Co 177 

Susuki Shoten 106.122.374 

Suxuki ft Co 

14. 177. 178. 180. 194. 488. 476 

SwaUow ft ArieU 484 

Swanson. P 401 

Swayne ft Hoyt 258. 869 

Swedish East Asiatic Co.. 181. 860. 866 

Swedish Trans- Atiantto line 181 

Sweay Co.. J. H 177 

Swift ft Co 389 

Swinerton ft Musgrave 299 

Syndicate des Bxportateurs Sai- 
gon 448 

TabaU ft Co.. E 480 

Table for Conversion of Poimds 

Avoirdupois into Kilograms 415 

Table, Seed Sowing 247 

Tables, Distances 895-897 

Tables, Money Conversion 407 

Tacoma Dredging Co.. Inc 545 

Tacoma Gas Co 188 

Tacoma Grain Co 188.189 

Tacoma Shlpbldg. Co 188. 399. 407 

Tacoma Smelting Co 19 

Tacoma Steam BoUer Works 188 

Tacoma Tug Boat Co 188 

Tacoma Tug ft Barge Co 188. 542 

Tacoma ft Roche Harbor Line Co.. 180 
Tacoma ft Vancouver S. S.' Co... 198 

Tailor- Young Co 156 

Talsho Trading Co 476 

Talt ft Co 86.122,419 

Tak ft Co.. 1 116 

Takahashl. C. T 545 

Takakuwa. T. 848. 849 

Takamine Industrial Co 476 

TakaU ft Co 177. 476, 477 

Taki Co.. T 177 

Tampa Dock Co 407 

Tampa Shlpbldg. Co 406 

Tamura ft Co., T 428 

Tang Senguan ft Co 482 

Tansy Tobacco Corp 532 

Tarrant ft Co 104 

Tasmania 356 

Tax, Tonnage 228 

Taylor, Edmund, ft Son 464 

Taylor Instrument Co 448 

Teaglo. Herbert G 482 

Technlsch Imp. Bur 472 

Telegraph and Cable Rates 295 

Teneo Co.. Inc.. The 441 

Terminal Border Line Trans. Co.. 173 

.Terminal S. N. Co 198 

Terminal Stevedoring ft Constr. Co. 50 1 

Terminal Transfer Co 178 

Terms Used by Importers. Export- 
ers and Customs 221 

Terry Shlpbldg. Corp 406 

Tetaen ft Co.. Ch 167 

Texas S. S. Co 406 

Thames ft Mersey Marine Inn. 

Co 199 

Thane ft Co.. A. F 

135. 180. 464. 507 

Tliannhouser ft Co 167 

Thomas Brokerage Co 470 

Thompson Bros 482 

Thonipeon Co.. Frederick H... 464. 542 
Thompson. Hannam ft Co.... 105. 422 

Thompson ft Co.. A. E. S 464 

Thomson ft Stacy Co 190 

Thoresen ft Co lie 

Thoradyke-Trenholme Co 

178. 180. 374 

Thoroely Co.. A. W 187 

Tientsin Lighter Co 18I 

Timber of the Pac'flc Countr'es. . .381 
Timber Supply of the North Pa- 
dflc Coast 379 

Time Between Seattle and Alaska 
Ports. Approx'mate 25J 

Ports are not listed in the index, but will be found in alphabetical order commencing with page 85 

Digitized by V^OO^IV^ 





/or Export 

The superiority of the "Big 
F" Apple is famous the 
world over, not only for its 
quality and flavor, but for 
its remarkable shipping and 
keeping qualities. 



is rigid — 

the greatest care 

given to 

export orders. 

Every apple 

Fruit Growers 


Digitized by 




General Index— Continued 


Time. Dlfferenoe In 408 

Time BqwlT«]«nU 297 

Time In Alaska. Chan«B of 252 

Todd Drydk. ft Cona. Corp. 

188. 899. 495. 4M 

Ttofo Co ITT 

Tokai Bnkwan Go 484 

TVritiwaeo 421 

Tokyo Warehowalni Co. 128 

Toledo Bhlpbldc Co. 408 

TtoUa. Canal 26T 

Tolama Belting Co 225 

Tombo Co. ITT 

Tonnage Explained 24T 

Tonnage Tax 228 

Topping Broe 28 

Toraabell A Co 444 

T^rnlni. B.. 1 Cia. M 

Tone A Co.. L. 110 

Towna A Co.. R. 201 


8T. 98. 116. 121. 

..12T. 128. 162. ITO. 181. 185. 206. 
..256. 258. 262. SIT. 828. 83T. 842. 427 

Tracy ft Co.. Inc.. M. H 582 

Trade. A Few Hints to Beginners 

in Export 81 

T^de. Facts Exporters Sbonld 

Know About New Zealand 209 

Trade. How Germany Secured Her 

Fiorelgn 69 

Trade. How to X9et Into and Suc- 
ceed In Foreign 65 

Trade of the United SUtes with 

Japan 237 

Tirade Opportunities in China 213 

Trade Record for 1918. U. S. 

Fbrelgn ..." 284 

Tirade Record. Latin- America 8T1 

Trade. South and Central Amer- 
ican 20T 

Trade. The World's Foreign 28T 

Tradesman's National Bank 448 

Trading Co. Holland 419 

Trading with the Enemy. Regula- 
tions Prohibiting 214 

Traffic Through the Panama Ca- 
nal 267 

Trans-AUantIc 8. 8. Co 144 

Trans-Continental Freight Co ITS 

Trans-Oceanic Co.... 170. 180. 260. 8T4 

Trans-Padflc Corp 156. ITT 

Trans-Padflc Freight Rates 894 

Trans-Padflc NaT. Co 1T8 

Trans-Padflc Trdg. Co. ITT. 1T8 

Transmarine Trdg. Co 116 

Transportation Companies 258 

Trapp ft Co.. T. J 184 

Traylor Shlpbldg. Corp. 40T 

Treaty Ports and PorU of CaU...226 

TrlfaUum Oleomargarine Co 480 

Trojan Tbol Corp 837 

Troy Laundry Mchy. Co 444 

Tnbbs Cordage Co 464 

Tnmbull Bros 109 

Tumer-Halsey Co 583 

Turner ft Co.. J. W. H 4T4 

Twlgg ft Sons. John 401 

T^e ft Bros., N. A. 426 

U. 8. Chemical Exch 208.444 

U. a Court for China 211 

U. 8. Customs Procedure and 

Suggestions 217 

V. 8. Electrical Mfg. Co. 480 

U. 8. Expansion Bolt Co 444 

U. 8. Food Product Co 4ro. 042 

U. 8. Foreign Trade Record for 

1918 284 

V. 8. Imp. ft Exp. Co ITT. 4T0 

U. 8. Maritime Corp 40T 

U. 8. Pure Food and Drug Act.. 219 

U. a Supply Co 156 

U. 8. Steel Prod. Co. 444 

U. 8. IVadlng Co 177. 470 

U. S. ft PacMo line 265 

Uohlda 8. 8. Co.. Ltd 

177. 180. 260. 874. BS82 

Ukase Investment Co. 182 

Unloo Asbeetos ft Rubber Co 464 

Unloo Bank of Australia 209 

Union Bank of Canada 157 

Union Commerdale Indo-Chinolse. 

L' Ill 

Union Cons. Co 135. 136. 401. 407 

Union Fishermen's Fishing ft 

Pkg. Co 143 

Union Gas Engine Co 136 

Union Insurance Society of Can- 
ton 548 

Union Iron Works 401. 406 

Union Lumber Co 169 

Union Marine Ins. Co 119. 199 

Union Meat Co 481 

Union OU Co.... 89. 117. 127. 155. 176 

Union Padflc System 

88. 152. 153. 156. 1T2. 180 

Union 8. 8. Co..... 106. 133. 14T. 209 

Union S. 8. Co. of B. C 

15T. 200. 264 

Union 8. 8. Co. of N. Z...91. 112. 
..144. ITO. 198. 253. 25T. 261. 380. 3T5 

Union Trading Co 116. 426. 4T2 

United Commercial Co 464 

United Fruit S. S. Co 255 

United Iron Works 136 

United Rys. Co 156 

United States. Agreement Between 

Japan and the 213 

United States. Canned Salmon Ex- 
ports from the 390 

United SUtes Cast Iron Pipe ft 

Foundry Co 420 

United SUtes Customs Free list.. 290 

United SUtes of America 3T2 

United SUtes Postal Regula- 
tions 291 

United SUtes Shoe Co 432 

United States with Japan. Trade 

of 23T 

United SUtes ft Australian ' Line 


United SUtes and Japan and 

China. The 212 

United SUtes and Japan Regard- 
ing China. Policy of the 212 

United Steel Prod. Co 265 

United Supply Co 464 

United Warehouse Co 178 

Universal Sales Co 12T 

Universal Shlpbldg. Co 40T 

Universal Shining ft Trdg. Co... 

ITT. 512. 

Upeon Nut Co.. The I 

UmueUa, P., y CU 8r» 

Usbome. C. H 199 

Useful ConstanU. Etc 418 

Valck. Victor, ft Cla. 264 

Yaldea Dock Co 195 

Van Brunt ft Co.. Inc.. J. A.,.. 545 
Van Deutekom. N. V., ft Waal.. 420 

Van Geuns ft Co.. S. H 464 

Van Houten. Steffan ft Co 140 

Van Nlerop ft Co 186 

Van Winkle Co.. H. L 464 

Vancouver Eng. Works 480 

Vancouver Ins. ft Veesel Agency. 199 
Vancouver Milling ft Grain Co. . . .542 

Vancouver Shipyards 480 

VegeUble Oils 388 

Velec Mardal 255 

Vermont Marble Co 188 

Vemaaa. L. ft D 110 

Victoria. AustraUa 352 

Victoria. B. C 352 

Victoria ft Sidney By 201 

Victoria ft Vancouver Steved. Co..l9T 
Victorian Butter Factories Co-Op. 

Co 131 

Viegand ft Co. 264 

Vlegelmann Co.. E. 432 

Vlele. BlackvreU ft Buck 444 

Vignolo-Glaoomlno Co 430 

Viking Marine Paint Co 156 

Viloudaki ft Co 210 

Virginia St. Dock ft Wbse. Co...lT3 

Vlvaudou 485 

Von Hamm-Toung Co 849 

Vulcan Mfg. Co 35 

Vulcan Trading Corp 444 

Wa Chong Co.., 
Wadhautt ft Co.. 


.155. 156 

Wager Furnace Bridge Wall Co... 542 

Wakefield ft Co 546 

Walker Co.. Fred 434. 441 

Wallace Shipyards 398. 480. 545 

Wallaend ColUeriee 138 

Walsh. E. C 480. 545 

Ward. H. H 475 

Ward line 110. 158 

Ward. Louis A 16T 

Warner. Barnes ft Co... 120. 129. 256 

Warner. Frank L 464 

Warren ft Co.. C. B 116 

Washington 8T4 

WashlngUm. Imports of Spedfled 
Oils Through the Customs Dis- 
trict of 388 

Washington Mattress Co 4T0 

Washington Spar Works 538 

Washington Stevedore Co 180 

Washington Tug ft Barge Co 180 

Wassiamull AssomuU ft Co 472 

Waterhouse ft Co.. Frank 

.. 64. 116. 123. ITO. 177. 179. 180. 
..188. 19T. 203. 259. 264. 323, 374. 3T5 

Waterway MMl Co 188 

Watson ft Son 448 

Wayne Oriental Products Co 014 

Weare ft Co 4T2 

Weather Bureau 250 

Weather. North Padflc 251 

Weather. Padflo Ocean 252 

Weather Predictions at Sea 2t8 

Weather Signals of the Psdflc 

Countries 249 

Webster ft Sons. A. G 112 

Wehry ft Co.. George 

140, 186, 191. 194 

Weight. Avoirdupois 416 

Weights and Measures 414 

Wdghts and Measures and Eng- 
lish EqulTalents. Japanese ^414 

Weights and Measures and Metric 

System 412 

Wei^ts and Measures. Equiva- 
lents: Money 247 

Weights of Bushels 414 

WdghU of Different Materia^. . . .414 

Weights. Miscellaneous 412 

WeU. Alphonse. ft Bros 444 

Weir S. 8. Co. 170 

WeisHbaum ft Co.. G 464 

Welch Co.. Chas. H 464 

Wellsch ft Co.. W. T 464 

Wellington Coal Co 1T6 

Wells Shlpphig Co ITT. 494 

Wenger Co.. Paul .<444. 520 

Wessel. Duval ft Co 195.264.265 

West Australian 8. N. Co 185 

West Coast Csble Co 96 

West Coast Coal ft Dock Co 155 

West Coast Lumbermen's Assn 517 

West Coast Prod. Co 188 

West Coast Roland Line 87 

West Pass Trans. Co 180 

West SeatUe Boat ft Eng. Co.... 405 

West Seattie Elev. Co 174 

Western Asbestos Magnesia Co. ..464 

Western Assurance Co 199 

Western Australia 354 

Western Fir Lumber Co 188 

Western Forwarding Co 542 

Western Imp. Co 16T 

Western Junk Co 464 

Western Lumber ft Shingle Co 153 

Western MeUls Co 12T 

Western Padflo Ry. Co 135. 136 

Western Pipe ft Steel Co 406 

Western Ship Supply Co 156 

Western Spar Co 45 

Western SUtes. Products of the.. 239 

Western Supply Co 548 

Western Transfer Co 155 

Western Wholesale Drug Co 12T 

Westphal. King & Ramsay 108 

Wetael ft Co.. Inc.. Fred.. 500 

Wharfage. Dockage and 26T 

Wheeler Osgood Co 188 

Whltcomb ft Tombs. Ltd 14T 

White Co., H. G 480 

White Pass ft Yukon Ry 185 

White Sewing Mach. Co 493 

White Star Line 144 

Whitney Co.. J. C 122 

Whiton Hardware Co 526 

WhlttaU ft Co 104 


Whla Fish Dock Co 1T4 

Wlcklng. Hany ft Co 116 

Wieland Bros. Inc 16T 

Wlghtman ft Crane 466 

WUcken-Schenk Co 4T0 

Wilcox-Hayes ft Co 156 

Willamette Iron ft Steel Works.. 

400. 406 

Willamette Shlpbldg. Co 156. 400 

Wnicox. Peck ft Hughes Al 

Williams Dimond Co 169. 464 

Williamson. Balfour ft Co 195 

WlUlts ft Co 16T. ITT 

WIUIU ft Patterson 466.483 

Wills. W. D. ft H. 145 

WiUs ft Co., Geo.... 95, 142. 156. 430 

Wilmington Shlpbldg. Co 401 

Wilson Bros. 89 

Wilson Co.. Inc. Chas. T 538 

Wilson. F. W 104 

Wibmn. Inc.. J. R 532 

Wilson Line 94 

Wilson Lumber Co.. Robert S 507 

Wilson Shlpbldg. Co 

151. 1T9. 400. 40T 

Wilson Steel Prod. Co 466 

Wilson-Welch Co 466 

Wilson ft Co 192. 4T4 

Winch ft Co.. R. V 199 

Wine Gallon. Content of 3T8 

Wine Gallons. Litres Converted 

Into 416 

Wing On Co.. Ltd. (Hongkong)... 51 9 
Wing On Co.. Ltd. (Shanghai) ...531 

Winn ft RusseU. Inc 521 

Winslow Marine Ry. ft Shlpbldg. 

Co 179 

Winter. Principal Ports of World 

Ice-Bound During r9* 

Wirelees Rates to Alaska 296 

Wise ft Co 432 

WIshart ft Sons. J 331 

Wltirowskl ft Co.. J 444 

Wittenberg. King Co 156 

Wlsard Elertrlc Lamp Co 466 

Wolf. Rudolph, ft Kew 426 

Woll. Chas. J 16T 

Wood Lumber Co., E. K 

135.136. 170 

Woods Mfg. Co 436 

Worden Co.. W. H 524 

World. Commerce of the 236 

World's Foreign Trade. The 23T 

Worley-Martin Co 466 

Wright Repair Co IRS 

Wright Shipyards Co.. . .I8n. 399. 4«7 

Wright, Stevenson Co 91 

Wright ft Co.. Leslie H 199 

TaJdma Fruit Growers Assn 22 

Yaraamoto. K 349 

YamashlU Klsen Ka^sha 428 

Yangsxte Ins. Assn 199 

Yanuma ft Co 4T8 

Yarrows. Ltd 399. 54^ 

Yayeyama Coal Mine 122 

Yee Wo Chan Co 349 

Yendo Bros 4T6. 508 

Yokohama Nursery Co 482 

Yokohama Spede Bank. Ltd 487 

York- Antwerp Rules of 1890 224 

York River Shlpbldg. Corp 406 

Yoshlhara ft Co.. S 446 

Yoshlmura Bros.. M. ft S 428 

Yoshisawa ft Co 4T8 

Young Asiatic Imp. Co.. W. J... 156 

Young Broa IIT 

Younge. John 4T0 

YoureveU Hmne ft Foreign Trade * 


Yuen Chong 849 

Yuen Hop Hong 116 

YulU ft Co., G. 8 4T4 

Yule. AUen ft Co 98 

Zelle. Edward C. Sea WaU U. 8. 

Bonded Warehouse 165 

Zellerbach Paper Co 466. 818 

ZUlstrs ft Co 195 

Zolllkofer ft Co.. Y 448 

Zones and Rates. Parcel Post 291 

Ports are not listed in the index, but will be found in alphabetioo) Qrder eommencmg with page 85 

Digitized by ^^:m%^kjwi\^ 



Owns ^ Operates Public Harbor Terminals 

Smithes Cove Public Terminal 

Complete Passenger Coach for Government Railway in Alaska 
loaded on vessel by 100- ton Shear Leg Derrick 

Specialized Facilities: 

325-Hor8e Power Gantry Crane 

2 100-ton Shear Leg Derricks 

5 Stiff-Leg Derricks 

2 35-ton Locomotive Cranes 

Electric Tractors, Elevators and Cargo Stackers 

Complete Oil Bulking, Heating and Storage Facilities 

Largest Cold Storage Plants in the West 

Digitized by 





Owns 4 Operates Public Harbor Terminals 

Portion of Smith's Cove Terminal 

Showing inbound cargo of Oil and outbound cars of Lumber, 
Steel, etc., in background 

Five Ocean Terminals: 

Berthing Space for 25 . . . 
Cargo capacity on piers - - - 
Warehouse capacity . . . . 
Cold Storage Warehouse capacity 
Oil Storage capacity - - 
Grain Elevator capacity - 

8800-ton vessels 
260,000 tons 
90,000 tons 
35,000 tons 

- 9,000,000 gallons 

- 1,000,000 bushels 

Full informcUion concerning facilities, rates and advantages 
of the Port of Seattle furnished upon request 



Digitized by 





360 B. H. P. 
Direct Reversing 

Other Direct Reisers ing 
Types in 

60 B. H. P. 

90 B. H. P. 
125 B. H. P. 
180 B. H, P. 
240 B. H. P. 
550 B. H. P. 

Operate on crude or fuel oil of as low gravity as 24** Baume, Specific Gravity .91 

Also operate on solar oil, tops, paraffin, etc. 

Consumption fuel oil .5 lb. per B. H. P. hour Built to Lloyds specifications 

Engines built in sizes 4 H. P. to 550 H. P.; Marine and Stationary 

These engines are the result of seventeen years of experience 
in manufacliiring heavy oil engines exclusively 

GuLOWSEN Sales Corporation 




Digitized by 




Index to Advertisers 

A Pai« 

Adnnnan Co.. Inc. The H. R...477 

Admiral Line. The 492 

Aero AUrm Co 12 

Aetna Insurance Co 453 

Aibers Broe. Milling Co 543 

Albion Mff. Co 229. 543 

Alhambra Clf ar St Cigarette Mfg. 

Co 548 

Allcn-Stoltae Lumber Co 223 

Allied Commerce Corp 49 

Almarln Company 18, 486 

Alves 4b Co.. J. M 484 

American Aniline Products 433 

American-Oriental Bales Corp 451 

American Pacific Co 518 

American Paper Co 518 

American ftteel Export Co 417 

Auderaen St Co.. A. 449 

Anderwn St Co.. Ctias. A 8 

Andrews St Co.. Inc.. D. C 443 

Andrews St George. Inc 549 

Anti-Hydro Waterproofing Co 540 

Apcar * Co.. A. M 896 

Apex Lumber Co.. Ltd 522 

ArlceU Safety Bag Co 510 

Aron St Co., Inc., J B55S 

Asahi Olaiw Co., Ltd 548 

Asia Banking Corp 4SS 

Asst. Mfgrs. Importing Co 540 

AUantic Equipment Co 491 


BaUey St Sidford 549 

Baker * Bro.. H. J 443 

Baker-MlUor Shipping Co 491 

Balfour. Guthrie St Co 445 

Ballou St Co.. F. P 529 

Ban Co., 8 536 

Bank of CaUfomia. The 517 

Barber Steamship Lines. Inc. ....4.59 

Bameson Hlbberd Co 447 

Barr. Harry K 523 

Baxter * Co.. H. K 534 

B. C. Marine. Ltd 502 

Beacon Trading Co 451 

Beaver Industrial Corp 475 

Belden St Ives. Inc 542 

Bieiknap Glass Co.. C. C 534 

Bhesania St Co.. C. M 455 

Bolcom-Canal Lumber Co 230 

Border Line Trans. Co 43 

Botelho Bros 529 

Bowers Rubber Works 502 

Bowring St Co 457 

Boyle St Co., Inc.. John 523 

Braun-Knecht-Helmann Co 447 

Brown Forwarding St Export Co. ..516 

Brown. Inc.. B 534 

Bums Phllp Co.. Inc 510 

Bush. Beach St Gent. Inc 449 

Butcher Co.. L. H 547 

BuUer 4c Co.. Inc. K. H 534 


Cadwallader-GllMoii Lbr. Co 537 

Caltfornla Cap Co 457 

rallfomla Paint Co 549 

Callan. A. C 536 

Camden Forge Co 431 

Cameron Lumber Co., Ltd 516 

Campbell * Co.. John 503 

Campbell. Geo 508 

Canada-OrlenUl Trading Co 549 

Canadian-Australasian Royal Mall 

Line 513 

Carr 4c Irons. Inc 544 

Carstens 4c Earles 10 

Centennial MUl Co 503 

Chamberlln * Co.. W. R 515 

Chartered Bank of India. Aus- 
tralia and China 58 

Chesterfield School 494 

Chlam Commerda] Co 548 

Chicago Paper Co 54 

China KlUl Steamship Co 518 

China Nav. Co.. Ltd 47 

Chlpman, Limited 519 


Cho Ito 4c Co 455 

Coast Steel 4c Machinery Co 238 

Colby 4c Dickinson. Inc 533 

CoUeglate School 547 

Columbia Harbor Development Co. 494 
Commercial BoUer Works Wharf.. 515 

Commercial Importing Co 548 

Commercial Truck St Storage Co.. 533 
Compania Mercantll De Fillpinas.515 

ConsoUdated Shippers. Inc 522 

Continental St Commercial Banks. . 55 

Continental Pipe Mfg. Co 518 

Co<dey Electric Co.. Geo. R 535 

Cooper Company, The 533 

Cosgrove St Wynkoop, Ltd 519 

CottreU. Ltd.. G. H 548 

Cox * Co.. Inc. A. H 479 

Cox-Whlte Co.. Inc 515 

Crawford- Harris Adv. Service 550 

.Crocker Nat. Bank of San Fran- 
cisco 544 

Crofton House School 546 


Dale * Co.. Ltd 548 

Davis * Son, Inc. J. B. F 493 

Dawson * Co.. W. C 531 

De May * Co.. Inc. A. J 490 

de-Poll. U 533 

De Sousa * Co 535 

de Vrtes * Co.. O. B 548 

Dexter Horton National Bank (Se- 

atUe) 541 

Dlll-Crosett. Inc 505 

DingwaU Cotts 4c Co 459 

DiKhcr * Co.. Ltd.. C. E 548 

Dodwell St Co.. Ltd 43 

I>odweU Dock St Whse. Co 48 

Dolllver * Bro 546 

Dominion ProducU. Ltd 504 

Douglas Steamship Co 504 

Drew * Co.. Inc. E. F iiZ 

Dry Milk Co.. The 511 

Du Pont de Nemours St Co.. E. I. 33 
Durel * Dodge 524 


Ederer Engineering Co 883 

Rdgertyn Aniline Corp 891 

Rhrllch- Harrison Co 499 

Rkman Foreign Agencies. Ltd 461 

Emnlre Stevedoring St Contracting 

Co 461 

Erland * Co.. Inc 508 

Erlanter * Oal'mjer. Inc 493 

European St Far Eastern Sales Co. 479 
Eyres St Seattle Drayage Co 536 


Karquhar Co.. A. B 529 

Kawkner A Co.. J. H 176 

Fearon. Brown Co 527 

Federal Motor Truck Co 378 

I'lmner Ro« A Brown 527 

FIre-Oun MfK. Co.. Inc 527 

Firemnn's Fond Ins. Co 37 

F^ret National Bank (Cleveland) . .463 
First National Bank (Seattle) ... .389 

Fisher Flouring Mills 57 

FIttoatrick. Walter J •. .522 

Florence * Co.. P. B 498 

Forbes * Co.. Wm 491 

Ford St Co.. Walter , 541 

Fort Dearborn National Bank 4M 

FrancesconI A Co.. J. C .%27 

Frederick ft Metxger 465 

Fuller ft Co.. Inc.. Ralph L 497 

Furukawa ft Co.. Ltd 465 

Furuya Co.. M 505 


^srd. Oscar 548 

Oneral Petroleum Com 469 

Oerrard Wire T^lng Machine Co.. 

Inc 467 

Olbb. Livingston ft Co 463 

Olsmoad ft Co., Inc. Jamea C....5S0 
(Hen Line Eastern Agencies. Lid. 467 

Goebo Co.. Inc 521 

Grace ft Co., W. B A2 

Grand HoUl Kalee 521 

Gray, McLean ft Percy. Inc 589 

Green Island Cement Co 517 

Griffln ft Co., F 520 

Grifllths ft Sons. James 469 

Gross Corp., J. B 491-492 

Gulowsen Grei Engine Co 26 

Outte ft Co.. Henry W 547 


HaU Co.. G. Batcheller 495 

Hallidle ft Co 525 

Hanafusa Co.. H. Y 387 

Hanbury ft Co.. Ltd.. J 471 

Hanover NaUonal Bank 473 

Hansen. Capt. S. E 491 

Harmon ft Co.. F. S 589 

Harris ft Co.. P. E 496 

Harron. Rlckard ft McCone 498 

Hayward ft Co.. Inc. C. B 493 

Heapa Engineering Co.. Ltd 506 

Heavens ft Co.. H. A 490 

Hellenic Chemical ft Color Co.. 

Inc 484 

Helm ft Co 524 

Hendricks Mfg. Co 20 

Hercules Powder Co 614 

Hlggins Machinery Co 492 

Hind. Rolph ft Co 473 

H. ft M. C. Co 542 

Hollywood Gardens 589 

Hongkong ft Kowlooa Wharf ft 

Godown Co 512 

Hongkong Rope Mfg. Co 528 

Hongkong ft Whampoa Dock Co.. 

Ltd 52-58 

Horst Co., E. Clemens 496 

Houchln-Alken Co.. Inc 487 

Hummel ft Robinson 524 

Humphreys ft Co.. W. 525 

Hutchison ft Co.. John D 521 


Ibero American Export Co 540 

Innls. Speiden ft Co.. Inc 539 

Internal-Combustion Steam Engine 

Co 548 

International Banking Corp 471 

International Shipping Co 50 

lutematlonal Stevedoring Co 60 

Ip Tak ft Co 628 

Irving NaUonal Bank 86 

Isaacs ft Co.. S 206 

Iwal ft Co., Ltd 494 


Jacobaon Co.. Inc. S. A 540 

Japan Cotton Trading Co 535 

Jardlne l^theson ft Co 32 

Java-China- Japan L*ne 539 

Johiiiten Co., Inc. V 497 

Johnson. A. W. V 494 

Johnson ft Co., Gardner C 548 

Johnson ft Hlggins 498 

Johnaon-PickeU Rope Co 540 

Jordan Co., Inc.. The 544 

Judson Freight Forwarding Co 2 

Jureidini ft Bros., A. N 544 


Kai Tsu Gomel Kwalsha Co 408 

Katxenbach ft Bullock Co 487 

Keegan. Aprahamlan ft Co 61 

Keene Co.. The 647 

Kehoe Display Fixture Co 549 

Kelloy-CTarke Co 509 

Kelly ft Barrett 519 

Kllpstein ft Co.. A 221 

Knapp ft Baxter. Inc 549 

Kohno ft Co., Ltd., S 497 

Kusakabe ft Co., Ltd 530 

Digitized by 






Heavy and Marine Hardware 

Ship Chandlery 

Railroad and Contractors' 


We have on hand a stock of 
merchandise that is undoubt- 
edly the largest of its kind 
in the United States. 

We solicit your inquiries. 




Digitized by V^V^WVl^ 



Index to Advertisers— Continued 

1^ Pace 

Lancuter Mechanical Products. 

Inc 534 

Lang Hff. Co.. F. 8 541 

Lalhrop St €o.. Inc. H. R 487 

Lauoki, L F 544 

Lodenr Co.. Herbert B 435 

Lilly Go.. The Chaa. H 525 

Llewtiljn Iron Woriu 56 

Loeb Bros 511 

Lumber Products. Ltd 547 


MacLalne. Watson & Co 34 

Blaeondraj & Co 550 

Maoondray & Co., Inc 550 

MacPherson * Toetsel 541 

MadrUal 4b Co 4M 

MandeU & Co.. K 492 

Manhattan Trading Corp 385 

Marden. Orth & HasUngs Corp. ..530 

Martens Harbaugh Co 499 

Marti & Co.. Inc.. F 437 

Martin 4k Bobertson. Ltd 498 

Masuda Trading Co.. Ltd 509 

MaydweU Co.. Inc.. The 508 

McCUnUc-MarshaU Corp 541 

Kk:Innefl 4b Co.. Inc.. Chas. E 46 

McTarish Bros 547 

Meacbam 4b Baboock Shpbldg. Co. 498 

Meek 4b Co.. Ltd., Chas. 8 534 

MetropoUtan Press 425 

MUl 4b Mine 8upply Co 816 

Mitsubishi Qoehl Kaisha 40. 536 

Mitsui 4k Co.. Lid 541 

Miwa Co.. T 550 

Mlyatake Bros 297 

Moore 4b Co.. Geo. A 516 

Morgan-Feek Co 537 

Mt Yemon-Woodberry Mills., Inc. 533 
Murphy 4b Brewster 479 

National Bank of Commerce (8e- 

attle) 581 

National Bank of Taooma. The... 585 
NaUonal City Bank of New York. 514 

NaUonal City Bank of Seattle 587 

National Export 4b Import Co 536 

Neleh Trading Co 508 

Nelson Iron Works 525 

Neptune Forwarding Ce.. Inc 535 

Newbegin Lumber Co 516 

New Home Sewing Machine Co... 508 

Nickel 4b Lyons. Lid 510 

Nippon Yusen Kaisha Back Cover 

North Padflc Bank Note Co 538 

North Padflc Trading Co 550 

Northwest Radiator 4b Fender 

Works 585 

Northwest Trading Co.. Ltd....B551 

Northwestern Fruit Exchange 48 

Northwestern NaUonal Bank 522 

Norton 4b Harrison Co 587 

Noaaki Bros 508 

Nut House. Inc 588 


Ocean Brokerage Co 546 

O'Connor-Harrison 4b Co 588 

OhU Detelopment Co 588 

Olsen 4b Co.. Walter E 539 

Olympic Foundry Co 546 

O'Meara Co.. Kaurice 506 

Oregon Brass Works 536 

Oregon Steredoring Co.. Inc 481 

Oriental- American Com. Corp 490 

Ormerod Exporting Corp 492 

Orerseas Corp. Ltd., nie 492 


Padflo Coast Coal Co 63 

Padflc Coast Grinding 4b Machine 

Works 528 

Pacific Coast TMtlng Lab 543 

Padflo Construction Co 544 

Padflc Constnictl<n 4k Eng. Co... 429 

Padflc Creoeotlng Co 543 

Padflo Machine Shop 4b Mfg. Co.. 477 

Padflo Mail 8. 8. Co 505 

Padflc Marine Iron Works. 51 

Padflo National Lbr. Co 543 

Padflc Novelty Co 483 

Padflo Pipe Co 548 


Padflc SUtes Rubber Co 548 

Pan-American line 169 

Parker Co.. Inc.. Charles 537 

Parsons Hardware Co.. Inc 511 

Pass 4b Seymour. Inc 504 

Patterson Lumber Co 543 

Peerless International Corp A3 

Pemberton 4b Co.. Inc 530 

Pemberton 4b S<» 532 

Penn Mutual Life Ins. Co 533 

Porine Machinery Co 548 

Petroleum Products Co 550 

Philippine National Bank 41 

PhlUppine Net 4b Braid Mfg. Co.. 548 

Phyfe 4b Co.. James W 532 

Pierce County Port District 38-39 

Plnkham 4b Co.. Inc, A. U 387 

Polaat. J. M 531 

Port of SeatUe 24-25 

Portland Dock Commission 30-31 

Pratt 4b Williams, Inc 439 

Premier Shipping Co.. Inc 531 

Presoott Bros 59 

Press Steel Co 490 

Puget Mill Co 503 

Puget Sound Narigation Co 531 


Quaker City Corp.. nie 44 


Ramsey Oppenhelm Co 547 

Rat Portage Lbr. Co., Ltd 523 

Reeve 4b Charlwood. Inc 500 

Reilly. Mullener 4b Co 410. 550 

Reynolds-Morgan Co 177 

Rockwood Sprinkler Co 42 

Rogers Brown 4k Go 439 

Rownson. Drew 4b Clydesdale 6 

Royal Tnden, Ltd 546 

Ruben 4b Co.. Paul R 513 


Saari-Tully Lumber Co 481 

San Francisco 4b PorUand S. S. 

Co 626 

Sato 4b Co.. Y 550 

Scheel. K. H 549 

Schiller 4k Co 529 

Schwabacher Hardware Co 495 

Schwager 4k NetUeUm. Inc 528 

Schwartx Bros 484 

Scale 4b Co.. P. J 549 

Sealy. Thos 548 

Seattle- Astoria Iron Works 526 

SeatUe Chain Co 501 

SeatUe Engraving Co 548 

SeatUe Far East Trading Co 62 

SeatUe Flour MUls 501 

SeatUe North Padflo Shpbldg. Co. 526 
SeatUe Padflo Shpg. ^Trading Co.387 

SeatUe Warehouse Co 546 

Seven Seas Sales Serrioe 200 

Shakow, Joseph D 547 

Shepard Co.. Arthur B 475 

Shewan Tomes 4b Co 445 

Shipbuilders' liTachinery Co 16 

Shippers Com. Corp 310 

Shorrock 4b Co., E. 495 

SUva-Netto 4b Co 485 

Simmie 4b Grilk 391 

Simmons 4b Co.. Thomas W 532 

SmlUi. BeU 4k Co., Ltd 499 

Smith 4b Co.. Conrin D 546 

SmlUi. Henry C 520 

Southern Alaska Canning Co 507 

SUble Co.. N. 4b B 401 

Standard Chemical Co 545 

Starkey 4b Co.. Inc. J. F 490 


Steebe 4b Co.. Inc. J. T 495 

Stephens 4b Co., Ltd., H 530 

Stetson ]K2achine Works 517 

Stewart. Maxwell 4k Smith. Inc.. 394 

Stork 4b Co.. Inc. Chas. T 506 

Strachan. Oswell 4b Jepeon, Inc... 496 

StruUiers 4b Dixon. Inc 500 

Sullivan Lumber Co 580 

Sunde 4b d'Evers Co 408 

Sutcr 4b Co.. Eugene 523 

Suitukl 4b Co I* 

Swinerton 4k Musgrave 299 


Tacoma Dredging Co., Inc 545 

Tacoma Tug 4b Barse Ce 542 

Takahashi, C. T 545 

TakaU 4b Co 477 

Tansy Tobacco Corp 532 

Teneo Co.. Inc.. The 441 

Ttominal Stevedoring 4b ConU. Co. 601 

Thane 4b Co.. A. F 607 

Thompson Co.. Fred H 542 

Todd Dry Dodcs. Inc 485 

Toklwaco. Ltd 421 

Tolsma BelUng Co 225 

Topping Bros 28 

Toyo-Kiaen-Kaisha 427 

Tracy 4b Co.. Inc. M. H 532 

Trojan Tool Corp 587 

Tumer-Halaey Co 538 


Uchida 8. S. Co B552 

Union Insurance Sodety of Can- 
ton 545 

Union Meat Co 481 

U. 8. Chemical Exchange 808 

U. 8. Food Product Co 542 

Universal Shipping 4b Trading Co. 51 2 
Upson Nut Co.. The I 


Van Brunt 4b Co.. Inc., J. A 545 

Vancouver Milling 4b Grain Co.... 542 

Viloudakl 4b Co fW 

Vlvaudou '^5 

Vulcan Mfg. Co 85 

Wager Furnace Bridge Wall Co. . .542 

Wakefleld 4b Co 546 

Walker 4b Co.. Fred 441 

Wallace Shipyards. Ltd 545 

Walsh, E. C 545 

Ward, H. H JJS 

Washington Spar Works 588 

Waterhouse 4b Co.. Frank 64 

Wayne Oriental Producto Co 514 

Wells Shippings Co., The 494 

Wenger Co.. Paul 520 

West Coast Lumbermen's Assn 517 

Western Forwarding Co 542 

Western Spar Co 45 

Western Supply Co 548 

Wetael 4b Co.. Inc.. Fred 500 

White Sewing Mach. Co 493 

Whiton Hardware Co 526 

Willcoz. Peck 4b Hughes Al 

Wllllts 4k Patterson 488 

Wilson Co.. Inc. Chas. T 688 

WllM>n, Inc., J. 4b R 532 

Wilson Lumber Co.. Robert 8 507 

Wing On Co.. Ltd. (Shanghai)... 531 
Wing On Co.. Ltd. (Hongkong) ... 519 

Winn 4b Russell, Inc 521 

Worden Co.. W. H 624 


Yakima Fruit Growers Assn 22 

Yarrows. Ltd 545 

Yendo Bros 508 

Yokohama Spede Bank. Ltd 487 

Zellerbach Paper Co 518 

Digitized by 












S coaling facilities ar3 up-to-date and provide for load- 
ing at the dock or from barges while cargo is being 

has four well equipped municipal docks and piers, 
has the safest harbor on the Pacific Coast, 
is the largest lumber manufacturing city in the world, 
in normal times, is the second largest wheat shipping 
port in the United States. 

is one of the largest flour shipping ports in the United 

is the financial cent?r of the Pacific Northwest, 
has produced a greater number of ships than any other 
city in the United States in the past 30 months, 
has very cheap electric power. Millions of horsepower 
close at hand invite development. 

is the natural cente/ for a hinterland of 250,000 square 

For further information write, wire or cable 


There is a depth of 90 
feet at the sero ata^e, 
in the channel of the 
Columbia River to 
Portland, permitting 
continuous paaaage 
every day in the year. 



Digitized by 





PORTLAND is one of the greatest manufacturing centers on 
Pacific Coast. 





is the largest jobbing center in the Pacific Northwest, 
is spending eight million dollars for additional harbor 
development and shipping facilities, 
harbor has 27 miles of water front. There is from 
30 to 60 feet depth of water in the fairway, which is 
from 1000 to 1800 f^et wide. The entire water front 
is unusually well supplied with trackage facilities, 
has 17,000 lineal feet of covered docks and has many 
thousand feet of open dock space. 

has two of the finest grain elevators and one of the 
best terminal systems on the Pacific Coast. 

is well equipped with up-to-date plants for the expedi- 
tious repairing of ships. 

has numerous ship chandlers, and supply houses of all 


Columbia River en- 
trance is 40 feet at the 
lowest stage of the tide 
and la one-half mile 
wide. There la a depth 
of S6 feet for an ad- 
ditional %ridth of over 
one-half mile. 

For further information write, wire or cable 








Digitized by 








Indo -China Steam Navigation Co., Ltd. 


The Waterhouse Steamship Lines. 


The Royal Mail Steam Packet Co., owners of 

the "Shire" line of Steamers. 
The "Glen" Line, Ltd. 
British India S. N. Co., Ltd. 
Western Australian Steam Navigation Co., 

Asiatic Steam Navigation Co., Ltd. 



Oanton Insurance Office, Ltd. 


Hongkong Fire Insurance Oo., Ltd. 


Alliance Insurance Co., Ltd. 
Triton Insurance Co., Ltd. 
Eastern Insurance Co., Ltd. 
Guardian Assurance Co., Ltd. 
Queensland Insurance Co., Ltd. 



China Sugar Refining Co., Ltd. 

Hongkong Ice Co., Ltd. 


Ewo Cotton Spinning & Weaving Co., Ltd. 
Kung Yik Cotton Spinning & Weaving Co., 

Yangtszepoo Cotton Aiill, Ltd. 
Shanghai and Hongkew Wharf Co., Ltd. 
Shanghai Dock & Engineering Co., Ltd. 
Bombay-Burmah Trading Corporation Co., 

Nobel's Explosives Co., Ltd. 
Merry weather & Sons, Ltd. 
British and Chinese Corporation, Ltd. (Joint 

New York Lubricating Oil Co. 
National Gas Engine Co., Ltd. 
W. A T. Avery, Ltd. (Scales). 
Linotype and Machinery Co., Ltd. 
Audinet Lacroix Co. (Lyons). 
Kvinnide Motors. 
Malabon Sugar Co., Ltd. 



Head Office 

Branches in all the Treaty Ports 
of China, in Japan 
andNew York, U.S.A. 

Digitized by 








in 1802 




of Quality 


DYNAMITE— Qeliffnite— Blasting Gelatin and Blast- 
ing Powders for Contracting, Quarrying, Mining, 
Canals, Roads, Submarine and Railroad work. Ex- 
plosives for coal mining. 

BLASTING ACCESSORIES— Complete line of Blasting 
Machines, Blasting Caps, Electric Blasting Caps, 
Waterproof Electric Blasting Caps, Delay Electric 
Blasting Caps, Electric Igniters, Squibs, Safety Fuse, 
Lieading Wire, Connecting Wire, Rheostats and Gal- 

Black and Smokeless Powders for all makes of fire- 
arms. Special types of Powders for Military, Load- 
ing, Fireworks, Hunting and Trapshooting. 

CHEMICALS— E^xtensive line of Chemicals and mix- 
tures for Industrial, Medical and Laboratory uses — 
Ethers, Acids, Alums« Naphthas, Collodion, Nitrate 
of Soda, Saltpetre— Artificial, Patent and Split 
Leather Solutions— Aluminia Sulphate, Pyroxylin 
Solutions and Enamels, Ammonia, Lacquers, Pre- 
servatives for Leather, Metal and Wood— Cream of 
Tartar, Anilines, Bronze Powders, Lithopone, etc. 

DYESTUFFS and Dyestuft intermediates for Cotton, 
Woolen, Silk, Leather, Paper, Paints, Printer's Inks 
and similar Industries— Indigo and FEust Colors. 

FABRI KOI D— Superior Leather Substitute — Grease. 
Stain, Dust, Germ and Waterproof— NO WASTE— 
Shipped in rolls of various widths. For Automobile 
and Carriage upholstery— For Truck and Wagon up- 
holstery—For Ship and Boat upholstery (U. S. Stand- 
ard)— For Furniture, upholstery and making traveling 
goods— For Bookbinding and case covering. 

FAIRFIELD Rubber Coated Cloth, for Tops and Cur- 
tains on Automobiles, Motorboats and Vehicles, 
Hospitals and Aimy Sheeting — Rug Anchor — and 
every place where a waterproof fabric of the rubber 
type is needed. 

PY.RA.LIN— The most perfect imitation of Ivory, also 
Tortoise shell — made in almost any color, shade and 
finish. PY-RA-LIN Sheeting, Rods, Tubes and Bead- 
ing are used in great many industries — For manu- 

• facturing Combs, Toys, Toilet Articles, Novelties, 
Buttons and various ornamental articles. 

PY-RA-LIN Transparent Sheeting, "better than glass." 
Flexible — Unbreakable — caa be sewed same as 
cloth — also in colors for the making of goggles, eye 
shields, etc. Ebctensively used for automobile win- 
dows—Made also in Tubes. Rods and Beading. 

IVORY PY-RA.LIN manufactured Toilet articles,' 
also made of PY-RA-LIN in colors— sold by the piece 
or the dozen — Brushes, Mirrors, Frames, Trays, Mani- 
cure sets and other articles. 

in colors — Large assortment. Ladies', Infants', Bar- 
bers' and Pocket Combs— also RUBBERINE (Black). 

CLEANABLE Collars, Cuffs and Shirt Fronts, linen 
finish, made of cloth stiffened with PY-RA-LIN— 
Instantly cleaned with a wet cloth— Highest quality 
products— all sizes and many styles. 


PAINTS for Houses, Buildings, Factories, Schools, 
Theatres, Roofs, etc.— Wooden and Concrete Floors- 
Wood, Concrete, Brick and Stucco Surfaces— Furni- 
ture and Iron and Steel— Special line of Paints for 
Railroads. Steamships, Carriages, Wagons and for 
the Farm. 

ENAMELS— E^xtenslve line of Enamels— Sanitary and 
decorative and for refinishing Automobiles. Also for 
metal surfaces. White and in colors. 

with the furniture trade— Stains for imitating hard- 
woods—Liquid and Paste Fillers and Compounds for 
imitating grain. 

VARNISHES of every description and of the highest 
quality — Driers, Solvents, etc. 

A white Paint for multiplying the refraction of light. 
FERRO-KEEP Iron and Steel anti-rusting paint— 
SANITARY FLAT washable, for the artistic decora- 
tion of walls and ceilings— Gold Enam^ — Aluminum 
Paint— Red Lead— White Lead and Zinc — Oil Colors. 
Graphite Paint — Black Asphaltum Varnish, etc. 

tops and, curtains — "FABRIKOID" for tops and up- 
holstery — Top, Seat, and Upholstery renewer — PON- 
TOKLEINIB for removing tar and road oils— FRENCH 
WAX for polishing— PY-RA-LIN Transparent Sheet- 
ing for top windows — Enamels and Varnishes for 

E. I. DU Pont de Nemours Export Co. 

Principal Offices— 120 Broadway, New York City. U. S. A. 
Exporters of the Products of E. I. DU PONT DE NEMOURS & CO. and Subsidiaries 

BRANCH OFFICES: San Francisco, Cal., Chronicle Bldg. — Seattle. Wash., Maynard Bldg. Mexico City, 
Mexico, Edificio La Mutua. Rio de Janeiro, Brazil. Edificio Jornal do Commercio. London. Eng- 
land. Capel House. 54 New Broad. 

Cable Address "DU PONT"— Codes: Western Union, A. B. C. 6th Ed., Bentley's and Lieber's. 

Digitized by 




MacLaine, Watson & Co. 


McNeill & Co. 


Fraser, Eaton & Co. 


Agents for Steamship Companies 

Peninsular & Oriental Steam Navigation Co. 

Canadian Pacific Railway Co. 

West Australian Steam Navigation Co., Limited 

Asiatic Steam Navigation Co., Limited 

British India Steam Navigation Co. 

Nederlandsche Stoomvaart Maatschappy '*Oceaan" 

Ocean Steamship Co., Limited 

China Mutual Steam Navigation Co., Limited 

China Navigation Co. 

Indo China Steam Navigation Co. 

Apcar Line of Steamers 

Nanyo Yusen Eabushiki Kaisha (South Sea Mail S. S. Co.) 

Union Steamship Company of New Zealand, Limited 

Eishimoto Eisen Eaisha, Ltd. 

Eastern & Australian Steamship Co., Ltd. 

Bombay & Persia Steam Navigation Co., Ltd. 

American & Manchurian Line (Bucknall Steamship I^ines, Ltd.) 


{ Mercantile Bank of Lidia, Limited. 
I International Banking Corporation 

Digitized by 





WeVe Built Hundreds of These 
For the Liberty Fleet 

A single carload — half a dozen — of Vulcan Standard Link Motion Cargo Winches 
ready to leave our plant for the shipyard; just half a dozen out of several 
hundred we have placed aboard the ships that have carried our armies to 

All the deck machinery for the vessels built by the Skinner & Eddy Corporation 
comes from our plant. 

There must be a reason why Skinner ^ Eddy use our machinery. More than likely 
iVs because iVs THE BEST machinery. 






Vulcan Manufacturing Company 

Seattle, Wash., U.S.A. 


Digitized by 



Your Market Over-seas 

To KEEP up effective production and 
provide work for returning workers, as 
well as earnings for invested capital, American 
business men are seeking earnestly to develop 
new outlets for their war-expanded factories. 

Such outlets they see in foreign markets — in 
a consumer demand long denied and still un- 
satisfied. But this field, they recognize, is 
beset with dangers unless both plan and action 
are based on knowledge. Information is the 
only insurance against wasted effort — or poss- 
ible disaster in export undertakings. 

To manufacturers or merchants who are con- 
sidering these new opportunities over-seas — to 
established exporters also — the Irving's For- 
eign Trade Service offers counsel on markets 
and on export problems, dependable trade 
and shipping information, and the aid of its 
specialized service departments in carrying 
out the banking and commercial operations 
essential to selling over-seas. 



In addition to its Foreign Trade Department the Ir<ving mam 
tains the follo<wing specialixed services for exporters: Foreign 
CreditSy Foreign Collections^ Commercial (expediting of ship' 
mentSy) Bills of Ladings Foreign Securities ^ Foreign Exchange, 

Digitized by 




Fireman's Fund 

TtiQiir^tipP ^ ^^'''^''^ American 

insurance Company with 54 

any years' successful ex- 

perience — the Great 
Insurance Company 
of the Pacific Coast 


Losses Paid Promptly on Adjustment 

The Fireman's Fund has for 
years maintained a branch 
of its Marine Department 
in Seattle which is specially 
equipped for the handling 
of shipments originating in 
Alaska and the Northwest 

For Rates and Policy Conditions apply to 

FRANK G. TAYLOR, General Agent 


Digitized by 






Thj^ Harbor Commencement Bay, an arm 
of Puget Sound, is the geo- 
graphical name of the harbor of Taeoma, fam- 
ous for its natural advantages and depth of 
water, where vessels of the greatest draft can 
proceed to the wharves at any stage of the tide. 

The Bay is two and a half miles to four miles 
wide, with ideal shelter. The shore line is ten 
miles in length, with unlimited possibilities of 
development. The U. S. Coast and Geodetic 
Survey reports that * * the waters of the bay are 
deep throughout, ranging from 50 fathoms at 
the entrance, to 25 to 30 fathoms at the head. 
The bay is easy of access and free from dan- 

The Port The facilities of the Port are 
nearly .all privately owned and 
notably by two great railway systems, the 
Northern Pacific and the Chicago, Milwaukee 
and St. Paul. These transcontinental railroads, 
with thousands of miles of branch roads, ex- 
tend to Chicago, nearly 2400 miles aw^ay, with 
their Pacific Coast termini at Taeoma, travers- 
ing the peerless Mississippi Valley, the grain 
fields of the Dakotas, the fertile valleys of Mon- 
tana, Idaho and Washington, constituting a 
hinterland of vast production — afield, factory 
and mine. The Port of Taeoma is the logical 
funnel for all the wares to and from this ter- 

In addition to the railways mentioned, the 
Great Northern, that also reaches the East, and 
the Union Pacific system from the South and 
Southeast, traversing the central territory from 
the Missouri River to the Pacific Coast, have 
terminals at Taeoma. 

The Port of Taeoma, therefore, answers to the 
postulate : 

"A port will be great if there is a* large 
choice of connections with the interior" 

The Present Facilities including the 

railway term- 
inals, consist of forty-two wharves of various 
lengths and widths. These include the wharves 
of the six ship-building plants, approximating 
twelve thousand feet, and those of many in- 
dustries, sawmills, four flour mills, machine 
shops, copper smelter, marble works and com- 

mission houses. The face of all the wharves, 
little and big, slightly exceeds thirty thousand 
feet, or nearly six miles. 

There are no port charges against the ships. 

Proposed Municipal Recently-, ^y t^e 

•* ^ overwhelming vote 

Development of the people of Ta- 

eoma and the Coun- 
ty of Pierce, of which Taeoma is a part, what 
is known under State Law as a Port Commis- 
sion has been created, with ample power to 
add to the present facilities as necessary, em- 
ploying the ablest engineering talent and port 
planners to do something that may approach 
the perfect port. 

The diagram upon the opposite page, more 
or less self-explanatory, indicates what the 
Commission is planning. The area of land and 
waterways that this plan covers is equivalent 
to 280 acres and the location of the same has 
been pronounced by an eminent port authority 
as ideal. The plan is called the ** Herring 
Bone*' plan. It will be developed as the re- 
quirements of the Port demand. 

The main waterway will be a thousand feet 
wide and the slips two hundred and fifty feet 
wide and the piers about the same width. This 
waterway could be extended inland several 
miles and afford accommodations for scores of 
ships at one time. 

The plan contemplates an industrial district 
and space for anything that will contribute to 
the success of the development. The transit 
sheds, warehouses and piers will be equipped 
with the most eflBcient labor-saving devices for 
handling cargo. The railroad connections with 
the piers will be most complete. 

TaCOTna ^^ ^ ^^^y ^^ 125,000. it is noted as 
a city of homes and a scenic en- 
vironment that the great actor, Henry Irving, 
said was unsurpassed in the world. It is fam- 
ous for its public schools and a stadium that 
Theodore Roosevelt once said was without an 
equal on either continent. In the immediate 
vicinity is a military post with barracks for 
fifty thousand men and a divisional maneuver 
site owned by the government of over sixty 
thousand acres. 

Digitized by 




Digitized by 









Incorporated 1893 

Baron Koyata Iwasaki, President 

Baron Hisaya Iwasaki 

Head Office: TOKYO 


Capital, fully paid up Ten 30,000,000 

Reserve funds Ten 30,328,051 

Oeneral Banking and Exchange Business 

Capital Ten 1,000,000 

Surplus Ten 10,841,000 

Deposits Ten 160,263,835 

Tokyo, Osaka, Kyoto, Kobe, Nagoya, Shanghai, London, Paris, New Tork. 

Controlling Auxiliary. Concerns as Below: 


Capital, fully paid-up - - Yen 15,000,000 
Head Office: Tokyo Cable Address: "IWASAKISAL" 


EXPORTING: Coal, Copper and all other descriptions of Metals, Minerals and Cereals, Chemicals, 
Oil, Paper, Glass, Canned Fish and General Oriental Products and Merchandise. 

IMPORTING: Iron, Steel, Machinery, Machine Tools, Chemicals, and General Merchandise. 

Branches and Agencies: - 

Tokyo, Yokohama^ Osaka, Kobe, Nagoya, Nagasaki, Karatsu, Wakamatsu, Moji, Kure, Tsuruga, Otaru, 
Muroran, Hakodate, Taipeh, Peking, Shanghai, Hankow, Tientsin, Dairen, Canton, Hongkong, 
Haiphong, Singapore, Calcutta, Vladivostok, London, Paris, Genova, New York. 


Fleet owned 22,000 Tons Gross 

Chartered Steamers Average 20,000 Tons Gross 

Regular and Irregular Routes between home ports and Chinese and South Sea Islands Ports, Etc. 




Subecribed Capital .... Yen 50.000.000 
Paid-up Capital Yen 40,000,000 

Producers of Metals and Minerals 
Annual Production: 

Coal 3,500.000 Tons 

Electrolytic Copper Ingots . 20,000 Tons 




Subscribed Capital .... Yen 50.000.000 

Paid-up Capital Yen 30,000,000 

Shipbuilders, Engine.* Holler and Machinery Makers. 

Etc., Etc. 



ARMS WORKS: Nagasaki 




Subscribed Capital .... Yen 30.000.000 

Paid-up Capital Yen 15,000.000 

Annual Production: 
Pig Iron, 120.000 Tons Steel. 66,000 Tons 




Subscribed Capital .... Yen 10,000.000 

Paid-up Capital Yen 5,000.000 

WAREHOUSES: Tokyo, Osaka. Kobe and Moji 



Capital, fully paid-up .... Yen 5,000.000 

Annual Production: 
Various kinds of Paper . 42.150.000 Lbs. 

Digitized by 




If you are coming to the Philippines, 
ask your banker to give you a letter 
of introduction to us. It will save you 
the delay and inconvenience of being 

Plan to make this bank your headquar- 
ters while in the Islands, placing your 
funds here before your arrival. 

We welcome the accounts of individ- 
uals, firms and corporations, offering 
every advantage consistent with sound, 
conservative banking, efficient service 
and personal attention to your require- 

When in New York, you are invited to 
visit our agency, at No. 37 Broadway, 
where you will receive the same cour- 
teous treatment and personal attention 
for which this institution is noted. 

Resources - $120,000,000.00 

Philippine National Bank 


New York, Cebu, Manila, Iloilo, Corregidor, Cabanatiian 

Aparri, Davao, Bacolod 

Digitized by 

Google i 




Station the 

Rock wood Fireman 

in Your Dock, 

Warehouse, Shipyard, 


and DEFY FIRE ! 

Rockwood Sprinklers 

NOW is no time to let fire destroy your 
property— business is too urgent, replace- 
ment costs too much, shipping facilities are 
too vital a factor in the nation's life. 

There is one and only one sure way to 
to thwart the torch of the incendiary as 
well as the carelessness of employe or 

you put an automatic fireman every few 
feet throughout your building. They will 
quickly pay for themselves in lowered in- 
surance costs. Rockwoods are the technic- 
ally superior sprinklers. We can quickly 
show you why. Estimates gladly given. 

Rockwood Sprinkler Co. 



Digitized by 




DODWELL & CO. l,. 

Shipping J Commission j Insurance, Exporters 
Importers, Custom House Brokers 


Oc^ean Steamship Company, Ltd. 
China Mutual Steam Navigation Co., Ltd. 

Regular Sailings from Seattle, Tacoma, Victoria, Vancouver 
To Yokohama, Kobe, Hongkong and Manila 

Regular Sailings to London, Liverpool, Glasgow, via Panama Canal 
For rates, space, information apply to 

Dodwell & Co., Ltd. 

Seattle, Tacoma, Portland, San Francisco 

Victoria, Vancouver 

Head Office: 1141-51 Henry Building, Seattle 


S.S. "Fulton 

M.V. "Wakena" 

Regular Sailings from Seattle, Tacoma and Puget Sound Ports 
To Vancouver, Victoria, Powell River and other British Columbia Ports 

General Freighting 

Head Office: 1141-51 Henry Building, Seattle 
P. S. NEWCOMB. Manager 


Wharfage^ Storage^ Dockage 

Broad Street Warehouse Pier 14 Clay Street Warehouse 

SeaUle Terminals "BLUE FUNNEL LINE," Border Line Transportation Co. 

W. F. VARNELL, Manager 

Digitized by 











Knit Goods 


Cotton Yarns 




Electrical Goods 


Automobile Accessories 

Automobile Tires 


Railway Equipment 


Repbrencbs: Com Exc)\a.ngt National Bank, PhUaddphia; 
First hJaootud Bank; Dun; Bradstreet; Chamber of Commerce. 

Correspondence tmtud regarding agienaes 
and connections in some remaining territory. 

Digitized by 





Wooden Masts 


Cargo Booms 



Send us your requirements 
for masts, spars and cargo 
booms of any kind — they 
will be worked to blue 
prints and you will get them, 
ready for irons. 

We furnish spars from the 
smallest to the very largest 
from the best timber on the 
Pacific Coast. 

Western Spar 

910 Yeon Bldg. 


Digitized by 




Charles E. Mclnnes 
& Company Jf^ffi!'!': 






Digitized by V^Oi^V l\^ 


C. N. C. 

China Navigation Co., Ltd. 


HONGKONG TO HAIPHONG— z/ia Hoihow and Pakhoi.— 

HONGKONG TO TIENTSIN— zw Wei-hai-wei and Chefoo {without transhipment) .—RegvAsLV 
service every twelve days by the steamers "Huichozv" and ''Kueichow." 

HONGKONG TO CANTON— Regular service maintained by the twin-screw steamer ''Fatshan" 
running in conjunction with the Hongkong-Canton and Macao Steamboat Co., Ltd. 

SHANGHAI TO HONGKONG AND CANTON— Direct service. A regular scheduled serv- 
ice three times a week by the fast steamers *'Yingchow/' ''Shantung/' ''Sinkiang" "Sunning" 
and "Suiyang!' These steamers lie alongside the French Bund at Shanghai. 

SHANGHAI TO TIENTSIN— ^ta Wei-hai-wei and Chefoo.— A. regular service by the Com- 
pany's steamers ''Tungchow/' Fengtien," "Shuntien" and ''Shengking," These steamers lie 
alongside the French Bund at Shanghai. 

SHANGHAI TO HANKOW — via Chinkiang, Nanking, Wuhu and Kiukiang. — Regular passen- 
ger and cargo service by the Company's fast twin-screw steamers 'Woosung," "Luen Yi/* 
"Ngankin," "Poyang," ''Tatung" and "Tungtingf In addition are the SS. ''Chungking" and 
"Wuchang" both steamers having excellent facilities for handling cargo, the last-named 
steamer being capable of loading heavy lifts up to 40 tons. SS. "IVoosung" is also fitted 
with heavy derricks. 

HANKOW TO CHANGSHA AND SIANGTAN— i/ia FocAotc;.— Steamers "Kian' and "Si- 
angtan" — sailings every three or four days, water permitting. 

HANKOW TO ICHANG— z/ia Yochow and Shasi.—SS, "Shasi" is dispatched, water permit- 
ting, about every 10 days. 

SHANGHAI TO NINGPO— 5.5. "Hsin Peking" from the French Bund, Shanghai, every Mon- 
day, Wednesday and Friday, and from Ningpo every Tuesday, Thursday and Saturday. 


_ _ _ 5 Irregular services. 


N.B. — Return tickets are interchangeable with the Indo-China S. N. Co., Ltd., and the China 
Merchants S. N. Co. 

For further particulars apply to Agents : — 


Canton — Hongkong — Swatow — ^Amoy — Foochow — Ningpo — Shanghai — Chinkiang — Nanking — 
Wuhu — ^Kiukiang — Hankow — Changsha — Ichang — Newchwang — Dalny — ^Tientsin — Chefoo 
— Tsingtao — Vladi vostock — Kobe — ^Yokohama. 

Manila, Cebu, Iloilo Messrs. Smith Bell & Co., Ltd. 

Digitized by 




Apples for Export 


The States of Washington, Oregon and Idaho are 
famous for their magnificent Apples, grown at high 
altitudes, and for their other fruits. Peaches, Prunes, 
Etc. We are Exporters to all parts of the World. 
See article elsewhere in this volume (page 386) en- 
titled: "Fruit Industry of the Northwest", by 
W. F. Gwin, general manager of this Company* 

Northwestern Fruit Exchange 


Largest Shippers of Boxed 
Apples in the World 


U. S. A. 


NEW YORK 90 West Street 

CHICAGO 139 North Clark Street 

And in the Prinoipal Cities of the United Sutee. Canada. Europe 

and Australia. 

Importers in Foreign Countries are invited 
to write directly to the General Offices: 

Northwestern Fruit Exchange 


Our Famous 


Brand of Apples 

Digitized by 





Allied Commerce ^ ^ 

501 Fifth Ave., New York City 

Cable Address "ALCOMCO" 
New York 

Iron and Steel Products, Hardware, 
Machinery (all kinds), Tools, Metals, 
Electrical Supplies, Food Products, 
Automobile Accessories, Auto Trucks, 
Power House and Factory Equipment, 
Chemical Apparatus, Electric Light 
Plants, Dairy Apparatus, Card Cloth- 
ing, Textiles, Belting, Travelers, 
Chemicals, Dye Materials, Drugs, 
Acids, Colors, Waxes, Paint Materials, 
Oils, Coal, Coke, Glassware, Musical 
Instruments, Coal Tar Products, and 
all other kinds and classes of Mer- 

Exporters, Importers, 

^ and 

Manufacturers' Agent 

Your every requirement is an ALLIED obligation. 

Either acting as your exclusive Purchasing Agent 
or serving your individual specific inquiries, we 
fully protect your interests. 

Through our tremendous BUYING POWER you are 
placed in direct touch with the leading manu- 
facturers. You thereby enjoy the advantage of 
the lowest market prices. 


Digitized by 




International Shipping 
Company, Ltd. 

(Naigai Kaiun Kabushiki Kaisha) 

Kobe, Japan 

Cable Address: "INTERSHIPS" Kobe 
Island TeUgrams: "NAIGAI KAIUN" Kobe 

Orienial Agenis for 

Frank Waterhouse 4 Company 
Seattle, U.S.A. 


Freight Contractors 

Ship and 
Insurance Brokers 


Brokers for 

Sale and Purchase 

of Vessels 

Digitized by 





FRED A. BALLIN, President 

J. L. JENNINGS, Vice-President and General Manager 




Marine Machinery 

Manufacturers of Ballin Water Tube Boilers 

Offices and W<»rk8 at Tfe ^1 Jl d^ 

East Water and Main Streets FOrtlailCl, fJregOll 

Digitized by 





Dock Owners^Ship Builders, Marine and Land Engineers 

Forge Masters, Eleetrieians 

1 Steamship "Valaya" built, engined and equipped complete at Kowloon Docks 

2 Steamship "Prominent" built complete at Kowloon Docks, on steam trial 

3 Triple expansion engine, built at Kowloon Docks 

4 Steamship "Minnesota" in No. 1 Dock at Kowloon; this dock is 700 feet long 

5 Railway carriage of the Kowloon-Canton Railway, built at Kowloon Docks 

Please send your enquiries to the Chief Manager 

Digitized by 





rri^T^I^ 17' I^IVI^ ^^^^ o*^* Al* A BC. 5th Edition; Engineering, F>rat and Second Editions; Western Union, and Watklna 

Boiler Makers, Iron and Brass Founders 

Railway Plant Makers and Constructional Engineers, etc. 

6 Three of our ships, the *'Chak Sang" "Prosper" and *'Helikon" just launched 

7 First standard ship built in the Colony: "War Drummer", 5000 tons 

8 Marine Boiler with balanced fire doors, built at Kowloon Docks 

9 Steamship "Empress of Asia" in No. 1 Dock at Kowloon 
10 Steamship "Lanao" ready for repairs 

R. M. DYER, B.Sc, M J.N.A., Kowloon Docks, Hongkong 

Digitized by 






The Only Enamel Coated Paper That Will 
Not Crack or Break When Folded With or 
Against the Grain 

Illustration No, 1 shows the folded edge of Foldwell 
Coated Book — one-half an inch photographed under the 

This perfect folding edge stands up under the terrific 
strain of the scco|i4-cla&s mail service and circulars and 
mailing cards reach their destination in the same perfect condition as wJi'en they left your oflice. 

Catalogue pages do not break at the stitches and fall out, thus destroying the sales story. 

Illustration No. 2 represents the folding edge of the average enameled book papers on the market and 
is typical of all except Foldwell. 

This photograph represents but one-half inch magnified. 

Good copy, beautiful illustrations and striking com position fail if your advertising is fit only for the waste 
basket when it reaches its destination. 

Write for full Sheets, Dummfes and beautiful printed demonstrations. / 

CHICAGO PAPER COMPANY, 800 South Wells Street 


I^a IlustraciAn No, 1 enseRa la orilla doblada del 
Libro Foldwell Embadurnado — media pulgada foto- 
e^afiada bajo el mlcroscopio. 

Este doblez perfecto de la orllla soporta el terri- 
ble maltrato del correo de segunda clase, y las 
circulares y tarjetas postales llegan a su destino 
en la misma condIcl6n perfecta en que salieron de 
la oficina. 

Las p&ginas de los cataiogos no se rompen en 
las costuras nl se caen, destruyendo asf su utilidad 
para lograr ventas. 

La Ilustracidn No. 2. representa la orllla dobla- 
diza del papel cotnCin satinado para Ubros en el 
mercado y es la caracterfstica de todos excepto la 
del Foldwell. 

Bsta fotograffa representa tinlcamente media 
pulgada magnificada. 

Un buen texto, bellas iluatraclones y sorprenden- 
tes composlclones ser^n inOtiles si lo.s anunclos 
de Ud. sirven tinlcamente para el canasto de pa- 
peles cuando Uegan a su destino. 

Escrlbase pldlendo hojas enteras, catftlogos slmu- 
lados y belllsimas demostraciones impresas. 

L'ltlustraUon No. 1 montre lu rehord replt^ du Litre h. revdtemMit 
Foldwell— photographie I, ua Ut'mt pouct) sous le mlcrosc-opt*. 

Le rebord parfalteraent© ropllu relate aux efforla teriibles du service de 
la pofite de deuxiime cUsse et les clrculalre et cartes expedites par I'ln- 
terra^dlalre do la poste arrlFent \ desUnaUon dans la radrao parfalte con- 
dlUon qu'elles eUlent eu quUtant votro bureau. 

Lc.s pages de catJiloguoH ne »e d^chlrent* pas aux points de couture, ne 
so perdent pas, diftnilsaut alnsl les opportunU<.% de vento, 

L'illustrallon No. 2 represerile le rebord repll^ de la plupart de« lines 
qu'oii trouve en vt!nto; 11 caraelcriso le type g^n^ral de lous, except^ 
twlul du Foldwell. 

CoUe photographie ne repr<?8ento qu'un deml pouco masnin^. 

Bonne cople. belle.i II rations et eomposltlons ^l^gantes ne produlsent 
pas d'effet mI voa annonres sont jet^ea daim le panler ti rebuts en arrlvaut 
a de»Unatiori. 

Demandez-nou.^ des Feu 1 Ilea, 
niagnlfiques Jmprlin^es. 

des Echanttllon!) et des D^monslraUons 

Digitized by V3V_^^^^ 





Continental and Commercial 
National Bank of Chicago 

Capital Resources $37,000,000 

Continental and Commercial 
Trust and Savings Bank 

Capital Resources $9,500,000 

Combined Deposits of Banks Over $390,000,000 

The Foreign 
Department of the 
Continental and 
Commercial National 
Bank is adequately 
equipped to serve 
Importers and 

Importers and 
Exporters throughout 
the Middle West 
and in 

foreign countries 
find it advantageous 
to use the 
very complete 
service of our Foreign 

Through affiliation 
with the Mercantile 
Bank of the Americas 
these facOities 
include direct 
connections with 
South America and 
Europe, and through 
the Asia Banking 
with the Orient 

More than 7000 
correspondent banks 
throughout the 
world pay 
Continental and 
Travelers' Cheques 


Chicago is the geographical center of the United States. Its 
industrial products are sent all over the world. It is the greatest 
market for foods in the world. The Continental and Commercial 
Banks are the outgrowth of Chicago's activity and they have 
fulfilled all the demands made upon them in the development 
of the wonderful district of which Chicago is the center. 

Collections, Cable Transfers and Money Orders payable in any part of the world 

Digitized by 





Lot Angdes, Cat. .^\ 1 iX 1^ -^-■^V-F/\ "tl'"7" Fifth EdUkm 

-^^ ^^ ^"'^ MADE IN U&A. ^^-^Mr ^ 

Manufacturers of 



Erecting Shop Showing 1400 and 2800 Horsepower in Course of Erection. 


Open Hearth Furnaces, Electric Furnaces, Structural Steel Fabricators, Oil Storage 

Ingots, Billets, Bars, Rivet Steel, Shapes Tanks, Pipe, Water Tanks and Towers 

The Only Self-Contained Plant in the West 

Digitized by 




Fisher Flouring Mills 

Company Seattle, u.s.a. 

/rom the soft wheats 
of the Pacific North- 
west and the hard wheats 
of Dakota and Montana 
we make flours suitable 
for all world markets. 

America** Finest Floorinc Mills * 

Direct Water Ship- 
ment from our tide- 
water miU via the 
Panama Canal to 
aU Atlantic, foreign 
€uid domestic 

Sales Offices: 

Seattle, Tacoma 
San Francisco 
Los Angeles 
San Diego 

Cable Address: 


A. B.C. 5th Edition 
Western Union 
Lieber^s- Riverside 1901 

Digitized by 




Chartered Bank 


India, Australia and China 


Capital - - ;^1, 200,000 

Reserved Fund ;^2,000,000 

Reserve Liability of Proprietors £1,200,000 . 

JL ^^^'-^ 




Head Office -t 

• 38 Bishopsgate, London, E. C. 

Afanagers-T. H. WHITEHEAD and W. E. PRESTON 


Sub-Manager -J, S. BRUCE 























The Bank grants Drafts on London, the chief com- 


mercial places in the East, the Continent of Europe, 


Canada, United States, and South America; Buys and 


Receives for Collection Bills of Exchange and conducts 


every description of Banking Business. 


Interest will he allowed 

on Fixed Deposits and Current Accounts 


on terms to be ascertained on application 

Digitized by V^OO^IV 




Pres. — Treas. 

V. Pres. - Sec'y 

pRESc@TT Brothers 



Capital Stock . . $100,000.00 

Lowman Building 



Shipping and Commission 


We act as buying and selling agent in America for 
Foreign Clients, on Conunission Basis. 

Representatives in all the Principar American 

Principal Imports 

Oils, Seeds, Coira, Nuts, Beans, Peas, Tapioca, 
Tallow, Wax, Egg Albumen, Spices, Metals, Gums, 
Canned Crab, Matches, Camphor, Menthol and 
other Oriental, Australian and Indian Products. 

Principal Exports 

Lumber (all Pacific Coast Species), Iron and Steel 
Products, Tin Plate, Machinery, Canned Food 
Products, Dried Fruits and Vegetables, Chemicals, 
DyestuflFs, Asbestos Goods, Belting, Rosin, Cement, 
Flour and other American Products. 

Additional Desirable Connections Wanted in All Parts of the World 






A. B. C. 5th Edition 

A. B. C. 5th Edition Improved 

Western Union 

Digitized by 



Handling Oversea Cargoes 

All Puget Sound and British Columbia Ports. 
Most complete equipment to be found on the 
North Pacific Coast, including Electric Con- 
veyors and Hoists and every facility for rapid 
loading or unloading of vessels. 

No Contract Too Large None Too Small 

Correspondence Solicited 

International Stevedoring Co. 

General Offices, 216-218 Grand Trunk Dock Seattle, Wash., U. S. A. 

J. S. GIBSON, President and General Manager 
DAVID BAIRD, Mngr., Vancouver, B. C. 

A. H. PIGGOTT. Mngr., Victoria, B. C. 

W. FRANK ANDREWS, Mngr.,Tacoma,U.S. A. 
E. A. QUIGLE, Asst. Mngr., Seattle, U. S. A. 

The Victoria & Vancouver Stevedoring Co,, Ltd. 

Operating in British Columbia 

International Stevedoring Co. 

Operating on Puget Sound 


Digitized by V^^^L^VIV^ 




^, , „ ^.^„r^r^^^^ ^T « * INCORPORATED 

250 West 54th Street, NEW YORK, U. S. A. 

Ckible Address: "AUTOS" New York 
Codes: Lieber'8,We6tem Union 

A.B.C. 5th Edition, Bentley's 

Exporter & Manufacturers' Agent 


Automobiles, Tractors 
Motor Cycles 

and Accessories 

Automobiles, Tractors, Motor Cycles, 
Tires, Storage Batteries, Roller Bearings, 
Ball Bearings, Sparking Plugs, Auto Cloth, 
Ford Spare Parts, Gaskets (Automobile), 
Gasoline Savers, Auto Clocks, Welding 
Outfits, Tools, etc., etc. 

Correspondence and cable inquiries solicited 

Bank Reference: Bank of New York and Gotham National Bank, New York, N. Y. 

Digitized by 





Far East Trading Company 


General Export and 

Steel Rails 
Steel Bars 

Import Merchants 

oieei ueams 
Steel Angles 
Steel Shapes 

Steel Sheets 

Steel Pulleys 

Machinery of All Kinds 

Steel Shafting 


Bolts and Nuts 



Equipment and Supplies for Railroads 

Tool Steel 

Shipyards and Docks, Machine Shops 

onovei oieei 
Refined Iron 

Foundries, Rolling Mills, Mines, etc. 

Chain Iron 
Bar Iron 

Hoop Iron 

Box Strapping 

Main Office 


Thirty-first Floor, L. C. Smith Building 







r4)hle Address: "Safetco*' 

Band Saws 

Circular Saws 

Hack Saws 


Branch Offices 

Wire Cloth 

Kobe, Japan: 18 Akashi-Machi 


Shanghai, China: 6 Jinkee Road 


Tokyo, Japan: 12 Akashi-cho Eyobasihi-Eu 


Electrical Equipment 



Prompt Attention Given to All Orders 


Copper Wire 


Digitized by 




Large Bunkering Berths of Pacific Coal Company, Seattle 

Fuel to Meet Every Marine Need 

SO AMPLE in size are the Pacific Coast Coal Company 
bunkers at Seattle that four ocean-going vessels can berth 
and load simultaneously, the conveyor system handling 
600 tons of our high-grade coals per hour. Excellent loading 
facilities, too, are provided at Tacoma, and a greatly enlarged 
loading terminal of huge capacity has just been completed at 
Portland. From a few sacks or pounds of galley coal to filling 
the bunkers of the largest vessel, or providing a 10,000-ton 
cargo — service is yours at the Pacific Coast Coal Company 
plants. NAVY MIXTURE is famous far and wide — it is our 
COALS mixed in just the right proportions for your particular 
requirements by a marine coal expert, who is always at your 
service. Other of our fuels are DIAMOND BRIQUETS, 
Washington coals available at Seattle, Tacoma and Portland; 
Utah Hi-Heat Coal for cargo available at Portland, 



General Sales Mauager 

563 Railroad Ave., South, 



Diet. Sales Mgr. 


Dial. Sales Mgr. 


Disl. Sales Mgr. 

A wire or cable inquiry will receive quick response. 

Digitized by 








Shipowners, ChartererSy JDock Managers, 

WarehQusemep^ ^^light Contractors, 

> C^stom9iokers^UisuranceBrokers5 

Forwarders, Coal Contractors, 

. / . I and Ship Bunkerers 


"WATERHdUSE - ^ - 

SEATBLE" ■ ..c:"^5\ - « *."■' ,. 




: >. .^:-:-.<t --^:I^^^Si^a^^^>^at^^ 

i»5'i»t .-:-^^.~ 


Digitized by 




The Largest Dry Dock on the Pacific 
for Your Service 




Digitized by 



SEATTLE -i % * a ik WASHlNCraN 




KiKLa Nielsen 
Hanna Nielsen 
LuiaE Nielsen 
S. V. Harknesm 




Keel Laid 

May 2. 16 

May 11. Mfi 

Sept. 23, 'ir> 

Aug. 15, 'ir> 

Oct. 23, 'ir> 



Keel to 


to Del. 

W.DjC.D. W.D.!C.D. 

Sept. 21. 'ir> 

Get. 21. 'Ifi 

Jan. 23. '17 

Mar. 22, '17 

Apr. 21. '17 

Nov. 9. 'l(i 
Dec. 22, '16 
Mar. 10, '17 
May 8, '17 
June 9. '17 

119 143 

137 I 164 

100 I 133 

1S3 I 220 

151 , ISO 









Tonnage to Date . 


Average Time to Date 138 168 42 52 180 220 

Stolt Niel.40n 
Jean Skinner 

Lt. DeMiS8IE88Y 

West Haven 

8.800 1 
8.800 ' 

Jan. 30. '17 
Mar. 27. '77 
Apr. 25. '17 
^fay 25. '17 
Aug. 13. '17 

Mav 22. '17 

June 30. '17 

Aug. 16. '17 

Sent. 15. '17 

Nov. 1. '17 

June 2ti. '17 
Aug. 20. '17 
Seot. 19, '17 
Oct. 20, '17 
Dec. 24, '17 

■ 06 




124 1 

i 81 




122 1 






1 93 









no 1 

Tonnage to Date . 


Average Time these Five. 
Average Time to Date. . . 




43 120 146 

47 150 183 

West -\rrow 


Aug. 21, "17 Nov. 24. '17 

July 3. '17 Dec. 15. '17 

Sept. 5, '17 Dec. 22. '17 

Sept. 20, '17 Jan. 19. '18 

Nov. 8, '17 1 Feb. 9, '18 

Jan. 5. 'IS 

Feb. 2, '18 

Feb. 12. '18 

Feb. 26, '18 

Mar. 9. '18 

i 80 















1 100 




131 1 

1 76 




99 1 

Toonage to Date . 


Avers ge Time these Five. 
Average Time to Date . . . 














jWEaTEBN Queen 


JWeht Durfee 


..West Liang a 

8,800 I 

Dec. 1, '17 Feb. 26. 'IS Miir. 23. 'IS 

Dec. 26, '17 \ Mar. 14, 'IS Apr. 13. '18 

Jan. 2, '18 Mar. 28. '18 Apr. 25, '18 

Jan. 2.5, '18 Apr. 11, 'IS Mnv 16. '18 

Feb. 14. '18 ' Apr. 20, '18 May 4. '18 

























66 1 

Tonnage to Date. . . 179,600 

Average Time these Five . 
Average Time to Date . . , 









West Alhek 
Webt Apaum 
West Con as 
West Ekonk 
West Gambo 

S,S0O Mar. 4. '18 May 11. 'IS : June 4, '18 

8,800 Mar. 19, 'IS May 23. 'IS June 19, 'IS 

8.800 I Apr. 2, '18 , Juue 4, '18 June 29, '18 

8,800 Apr. 16. '18 June 22, *18 Julv 13, 'IS 

8,800 I Apr. 25, '18 1 July 4, '18 I July 20, '18 

Tonnage to Date . . . 223,600 






1 oa 





1 52 










, 59 





Average Time these Five . 
Average Time to Date . . . 
















Keel Laid 




Keel to 

to Del. 




W.D.I CD. 

W.D. CD. 


Weht Gotomska 
West Hobomac 
Webt Hosokie 
West Humhaw 
West J-ashaway 



May 16. '18 
May 29, '18 

June 11, '18 
June 27, '18 
July 8, '18 

Julv 17, '18 
July 27, '18 
Aug. 15, '18 
Aug. 28, '18 
Sept. 12, '18 



7, '18 
17, '18 
29, 'IS 
14, '18 
30. '18 






68 i S3 
66 ; 80 
65 79 
64 1 79 

69 j 84 

Tonnage to Date . . 


Average Tin 
Average Tin 
Average Tin 

le these Five .... 

52 63 
82 100 
58 69 

14 18 
27 34 

18 24 

66 81 
110 133 

76 92 

le to Date 

le last 15 Wssel.s 

32 iw. loqua».suck 

33 IWest M.vdaket 

34 !We«t Mahomet 


41 IEdgecombe 


July 20, '18 j Sept. 21. '18 
Aug. 1. '18 Oct. 5. MS 
Aug. 21, '18 Oct. 19, '18 
!:?cpt. 3, '18 Nov. 9, *18 
Sept. 16, '18 Nov. 23, '18 


15, 'IS 
30, '18 
13. '18 
5. '18 
24, '18 


52 H 

51 1 2 



17 1 21 

18 t 24 
17H, 14 
17Hi 26 
221^1 31 



Tonnage to Date. . 


Average Time these Five .... 
Average Time to Date 

51 64 

78 94 

18H 25 
26 33 

70 89 

104 128 









Sept. 25, '18 
Oct. 10. '18 
Oct. 23, '18 
Nov. 14, '18 
Nov. 27. '18 

Dec. 7, '18 
Dec. 24, '18 
Jan. 11. '19 
Mar. 29, '19 
Apr. 19, '19 


31. '18 
2. '19 

22. '19 
8, '19 

54 1 72 
54H 74 
58 ' 79 

63 1 85 
mV2 92 

35 f^ 




71 96 
90 122 

m}4 129 

93H 123 

Tonnage to Date. . . 


Average Time these Five .... 
Average Time to Date 

60 SO 
76 93 

51 KD18TO 

53 Ed MO RE 

55 ISHEIi 

57 Eelbeck 



Dee. 11, 'IS 1 Mav 10. '19 



Dec. 28, '18 
Jan. 15, '19 
Apr. 2, '19 
Apr. 23, '19 


. . - - 


Tonnage to Date . . . 


Average Time these Five 
Average Time to Date 

60 Elkton 


^^-y i^-'i» i j ; 1 1 1 1 1 

Tonnage to Date . . . 


Ton nape 19 

16: 17.6 

00 Toniiaf^e 1917: 72 



tin age 19 

18: 232, M)l 



Digitized by 


i' (''■, 



OUR SERVICE FLAG-A Star for Every Ship! 

When the world cried for SHIPS, we heard 
and answered with record production. The 
two machines shown here were designed, 
developed and produced in our plant, and 
helped to speed production, save time and 
labor and cut costs. Progressive plants 
throughout the world are adopting them. 

Think of a [»or- 
t able sea rphing 
niachino doing 
the work of air- 
driven chip- 
ping tools in k 
the time. Will 
cut smooth, ac- 
curate scarph 
in 10 minutes. 
Easily adjust- 
able tx) plate at 
any angle. Such 
is our machine. 

Think of a Pneumatic Ram 
which will bend your shapes 
with six less men in half the 
time. Then write or wire for 

, Wnner&Fddy 



Digitized by 


'*'■- ''- 



How to Get Into and Succeed in 

Foreign Trade 

Your Office and Your Location 

EDITOR'S NOTE— Hie followlnf articles are a part of a gpeetal seriea tbat 
bare appeared, or will In the future appear In the Padfle Porta monthly maga- 
slne. Tlie nature of the Initallments U mich that many eeaentlal phaaee of 
the Importing and exporting bnsinem are completely coTored in each. In this 
respect, wtaie not repreeentlng the whole of the subject, the Talue of the aeries 
as presented In this form is in the fact that the preliminary steps are well 
covered. The remaining Installments, before mentioned, may be obtained by 
following the monthly magaaine. Supplementing these articles dealing with the 
concrete methods for getting established in the importing and exporting trade, 
will be found a most comprehensive account of "How Germany Secured Her 
Foreign Trade." followed by a number of other articles which complete the 

Once you have decided to enter foreign trade — the most 
verdant field of opportunity that the world knows— a prob- 
lem worthy of your serious consideration is **How shall I 
select the location of my office. 

We may contemplate this subject from two standpoints. 
First, from that of the person about to enter foreign trade 
exclusively and, second from the viewpoint of the mer- 
chant already engaged in a lucrative business and desirous 
of extending his activities. 

It is an old and thoroughly accepted axiom of the export 
and import business that it can only be successfully con- 
ducted through an office situated in a port. There are many 
substantial reasons for this, the chief of which are that 
being located in a port you are within easy reach of the 
shipping, close to the custom house, and can readily get in 
contact with the foreign trade consuls so very important 
in expediting your foreign trade ventures. Furthermore, 
and this is the most important, export banking facilities are 
more numerous in a port town than elsewhere, a condition 
which is always bound to exist. 

Selecting Your Port 

The question of deciding upon the port in which you will 
open your establishment is of vital importance and should 
be given careful thought and study. It is extremely unwise 
to select the scene of your endeavors in a haphazard man- 
ner. You should consider at length and in great detail the 
country or countries in which you contemplate developing 
your business and an equal amount of study and delibera- 
tion should be attached to the appropriateness of the line 
or lines of goods which you expect to handle. 

This is an age of specialization. Trade is specialized 
today, as well as the various professions. Many export 
houses consider it far more advantageous to carry one 
line of goods exclusively and find their markets in all the 
countries of the globe. It simplifies their bookkeeping, 
shipping and banking affairs. I know of concerns favoring 
this policy, for example, only lubricating oils, or flour, or 
machinery, or cotton prints, or boots and shoes, and noth- 
ing could possibly induce them to add another item, no 
matter how appropriate or alluring it might be. Some of 
these concerns have reached this conclusion after disas- 
trous financial experiences, while others more conservative, 
have never expanded from their initial "single track" pro- 

Specialize in Single Article 

I know of a large export house in New York City that 
does a heavy Latin-American trade. They formerly carried 
cotton prints, novelties and small wares in addition to 
their main line of boots and shoes. Twenty odd years of 
practical experience has taught them that it is to their best 
interests to abandon every other commodity but boots and 
shoes, and this policy was annoimced to their customers. 
This decision was reached not because the other lines had 
caused them losses, but for the all sufficient reason that, 
in their opinion, growing footwear markets of Latin- 
America would require all their attention and all of their 
capital to properly exploit. 

It may be more advantageous for you to confine your 
efforts to one country or to a small group of neighboring 

countries, easily accessible, and preferable by the same 
line of steamships. Many strong houses have adopted this 
policy and each year accumulate satisfactory profits by 
trading with such inconspicuous nations as Nicaragua, or 
British Honduras, or some islands, such as the Society 
Islands or Tahati. Others find it more appropriate to do 
business with a larger number of nationalities, such for 
example, as Cuba and the West Indies, or Central America, 
or the Plate River ports, or China, or Russia, or Siberia, 
or Australia. Nothing could possibly force them into an- 
other mart, no matter what the prospects or how apparent 
the opportunity may be. They know intimately the mer- 
chants of the lands in which they are trading and are also 
known thoroughly to these buyers. To take on more ter- 
ritory means assuming more risks, the investment of more 
capital and experimenting and trying out of new areas — 
conditions which do not appeal in the least to the ultra 

Hints on Selection 

Assuming that you have decided upon the line or lines 
which you will carry and the country or countries with which 
you want to build up a business, it will be apparent that 
an appropriate port must be selected in which to open an 
office. And right here a word of advice may be timely. 
Foreign business men do not know our interior towns and 
cities. They are terra incognita to them. The names of 
our States confuse and annoy them. But they are inti- 
mately acquainted and thoroughly familiar with every one 
of our larger ports. You, therefore, simplify matters mate- 
rially by opening your office in a port rather than in an 
inland city, no mattter how important it may be from 
your point of view. 

If you expect to do business with the Gulf cities of 
Mexico and the eastern coast of Central America, perhaps 
New Orleans offers the most inviting field. You will be 
nearer your future clients and the merchants of these 
countries have within recent years learned to look upon 
this port as a good market in which to trade. Besides this, 
the local business associations' co-operate with exporters 
and importers in affording possible customers many facili- 
ties to induce them to buy in and ship to and from this 
port. Incidentally I might remark that our other port 
towns so desirous of extending their trade would do well 
to study and practice the co-operative system in vogue in 
this southern city. In addition, the opening of the Panama 
Canal has brought the entire West Coast of South America, 
as well as the Pacific coast of Central America, much 
nearer to the Crescent City, which means that there has 
been a steady growth of commercial relations between 
these parts of Latin- America and our largest gulf port 
which cannot by any means be easily diverted. 

Must be Governed by Field Selected 
If your business is to be devoted to enterprises with Eu- 
ropean nations, the Mediterranean littoral, the West Indies, 
the East Coast of South America, and portions of Africa, 
for reasons which are only too obvious. New York is by 
far the best locality for your office. I am fully cognizant 
of the fact that there are other eastern ports, such for in- 
stance as Boston, Baltimore, Philadelphia, Savannah and 
Mobile, but none of them can compare in any way with 
New Yorlc They lack, above all things, railway terminals, 
the exceptional shipping facilities, docking space, ware- 
houses and the advantageous and growing banking connec- 
tions so necessary to the export and import trade. 

Oriental business, especially that of China, Japan the 
Philippines, the Straits Settlements and the East Indies, 
as well as Australia is more accessible from San Fran- 
cisco, or preferably Seattle, as reference to any map will 
clearly demonstrate. Furthermore, many merchants resid- 
ing on the Pacific laved shores of the world and more par- 
ticularly those of the West Coast of Central and South 

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America prefer doing their buying and selling with the 
Pacific ports of the United States. This is an old trade 
built before the days of the Panama Canal and cannot 
with facility be converted to other channels. It may be 
truthfully stated that once a foreign merchant has estab- 
lished his overseas connections and they prove satisfactory 
it is usually a very difficult matter to get him to make 
any changes, a strong argument, by the way, in favor 
of the permanency of export business. 

Ek:onoinical Transportation Important 

Due consideration must, of course, be given to econom- 
ical and perfect transportation facilities and railway and 
freight connections. This subject may be dismissed with 
the thought that most of the larger ports of this country 
are provided with proper equipment for their purposes 
and necessities, which will be added to or enlarged as con- 
ditions warrant. Generally speaking, this point need 
cause little or no annoyance. 

Of course, the selection of the port in which you propose 
establishing yourself depends upon other problems which 
cannot be foreseen and of which you alone must be 
the judge. For this phase of the situation no generic rule 
can possibly be formulated. The solution of these features 
may be materially expedited by consulting with those thor- 
oughly versed in foreign trade. 

Having determined upon the city in which you will set- 
tle, the next subject for consideration is the site of your 
office. My knowledge of our larger port towns warrants 
me in saying that each one of them has its shipping dis- 
tricts, wherem are located the establishments of the steam- 
ship agencies, ship brokers, marine and other insurance 
agents, the foreign consulates and those banks which spe- 
cialize in foreign transactions. It is only the part of good 
judgment to open an office in this section of the town, 
primarily for the great convenience and saving of time it 
will afford and secondly because it brings one in more 
intimate touch with those engaged in a similar line. 

Save Much Trouble 

If my business were to be of such a nature that most 
of my goods were to be exported to one country or to a 
group of nations closely related geographically, I should, if 
possible, get in the same building with or as near as 
possible to the consul or consuls for these lands and 
diplomaticallv try lo cultivate the good will of these gen- 
tlemen, for they are in position to either do many favors or 
else to cause one no end of trouble if they are so inclined. 
And let me add that their "annoyance system" is so perfect 
that these complications may originate at the point of em- 
barkation or the port of destination and may be of the most 
complicated and harrowing nature — so serious in fact as 
to jeopardize your business. It should, therefore, be one of 
your first duties to be properly introduced, preferably 
through some high grade source, to those of the foreign 
consular service with whom you anticipate being brought 
in contact. This will serve to smooth many other rough 
paths and will remove what at times may loom like enor- 
mous boulders in the road of your success. 

Commercial Foresight 

It is almost needless for me to state that as a man is 
judged by his clothes, so is one's business estimated to a 
great extent by his surroundings and his office equipment. 
It is, therefore, only sane commercial foresight to select 
your abode in a modern building and to furnish it with the 
latest labor saving office furniture and fixtures. Offices 
abroad are not so provided and when an overseas buyer 
calls on you, the contrast between his antiquated and 
heterogeneous office equipment and your very complete, up- 
to-date establishment is sure to make a most favorable im- 
pression and to permanently fix you in his judgment as a 
valuable asset. 

If you are already engaged in domestic business in a 
port, it is relatively easy for you to make the necessary 
changes if your office conditions so warrant. I would sug- 
gest, however, that if you are located in a remote or inte- 
rior city that you at once open a branch office in the appro- 
priate port The facility it will afford you and your clients 

in dispatching business will amply repay for the invest- 
ment made and in addition will add to your commercial 
standing not only at home, but also abroad. 

Creating an Export Department 

It may be definitely and irrefutably stated that 
at least 90 per cent of those in trade in the United 
States may add an export department to their business 
at a small initial expense and with every possibility of 
making the venture a profitable one, provided they approach 
the problem with intelligence. In prospecting possible 
markets one should not forget that the people of the world 
differ racially and radically from the inhabitants of the 
United States. Different languages are spoken; diflFerent 
means of living prevail ; different climatic influences are to 
be found. Different types of men with different tempera- 
ments and different ways of thinking are to be encountered. 
Different modes of doing business; different laws. All of 
which means that these markets require different methods 
of approach — ^that they positively cannot be entered by the 
plans to which one has been accustomed, or which have 
proven profitable in this country. Yet despite these differ- 
ences, the expense of doing business in foreign territory is 
infinitesimal as compared with the profits to be derived 
therefrom. It is a fact today, as it has been in the past 
that the world is filled with trade opportunities for Amer- 

Handling Your Campaign 

One's chance for a successful career in these lands ma- 
terially depends on the manner in which his business- 
getting campaign is conducted. Prosperity will come only 
after careful thought and able planning. You simply cannot 
go into these trade places in a slip-shod, hit-or-miss manner 
and hope for an easy conquest. Many of the well-known 
captains of industry have felt that if certain methods 
which they employed in this country resulted in success 
for their products, the same plans adopted in overseas ter- 
ritories would bring large returns. Never was there a 
greater fallacy. For example, several of our well-known 
brands of breakfast foods have attempted to break into 
Latin-American countries. From the American standpoint 
nothing was left undone. The advertising campaigns were 
conducted with praiseworthy efficiency. House to house 
distribution in which sample packages were liberally do- 
nated to the public formed part of this propaganda. Demon- 
stration booths were erected in stores and clubs and the 
dishes temptingly served to those willing to partake. Yet, 
in every instance, no permanent business resulted and the 
money so lavishly spent was completely lost. There was 
nothing enigmatic about it. To the ones familiar with 
these people, and acquainted with their habits, this adver- 
tising campaign was doomed to failure, for the simple rea- 
son that all Latin-Americans eat only the lightest kind of a 
breakfast, consisting of coffee and rolls, and nothing more. 
The American breakfast food manufacturers were at fault 
in trying by any means to change, through the expenditure 
of a few thousands of dollars the customs of 75,000,000 

The same experiment has been tried with Latin- American 
and other nations by a well-known manufacturer of pickles 
and condiments, with similar results. The pickle man did 
not appreciate the fact that sour pickles were not acceptable 
to the palates of the overseas customers whose preferences 
were decidedly for very sweet or very hot relishes. A 
preliminary study of these markets would therefore have 
saved these manufacturers much money and the humilia- 
tion of defeat. 

Impossible Trade Barriers 

It is difficult indeed to impress the American producer 
with the enormity of these impossible trade barriers. I 
recall some time ago being retained by a well-knowTi 
cooking stove manufacturing concern to study and report 
on the possibility of their article being adopted and used 
by Latin-Americans. My advice was emphatically against 
trying to enter these markets, because the meals of the 
Latin- American people are cooked, as they were hundreds 
of years ago in Spain and Portugal, over charcoal braziers. 
I also brought out the facts that coal and wood were 

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scarce in most Latin-American republics and that climatic 
conditions in most localities would not make stoves, radiat- 
ing intense heat, welcome additions to the native kitchens, 
conditions which obviously would materially operate against 
creating a successful market. Despite my report, based on 
twenty-odd years actual residence in overseas trade 
centers, this big company, with its prominent directors, at- 
tempted to buck the current of public opinion with the inev- 
itable result. A recent letter from the president of the 
organization admits their defeat (I quote his exact words) : 
"a cost of about $56,000, from which should be deducted 
approximately $2,400 in orders actually received, most of 
which came from either American or European house- 

Business Insurance 

Assuming, however, that a preliminary investigation 
shows your product adapted for overseas markets, and 
most articles of American manufacture are, it is a rela- 
tively simple matter to add an export department to your al- 
ready established business. Indeed, as time goes on you 
will find that your export department will develop into a 
sort of "hard times" business insurance and will help stab- 
ilize your income as well as reduce your overhead ex- 

It is a trade axiom that "Business is never dull all over 
the world at the same time." If in certain countries there 
exists a state of trade depression, in other lands there are 
bound to be great business activities. It is true that dur- 
ing panicky years in Great Britain, despite the fact that she 
dominated the world of finance, relatively few countries 
were involved in similar depressions, but on the other 
hand were indeed prosperous to a degree up to that time 
unknown. The last financial troubles that this country ex- 
perienced were not to any appreciable extent reflected on 
other nations of the world — even those with whom we had 
the most intimate relationship. 

Crop failures in one section of the world usually mean 
bumper harvests in other sections, and thus help mater- 
ially in developing reciprocal markets and in maintaining 
credits. When India had her last great famine the United 
States never was more productive and was able to ship 
vast quantities of cereals to these depleted markets, ob- 
viously a favorable situation for the creation of new busi- 
ness, as it afterward proved to be. 

Advantage of Seasonable Products 
In addition to these facts, which of themselves are suf- 
ficient to warrant the thinking and progressive business 
man in entering foreign fields, there are manv other rea- 
sons of importance and worthy of the most serious con- 
sideration, the chief of these bemg, that to those producing 
a seasonable product they offer an uninterrupted market 
of 365 dajrs each year. A large percentage of the goods 
manufactured in the United States are of a seasonable 
type — that is, they are adapted for use only in summer or 
winter — spring or fall. I have particular reference to such 
articles as straw hats, felt hats, millinery, dresses, shoes, 
haberdashery, underclothes and the like. 

But few of our business men are aware of the fact that 
the seasons of the year are reversed south of the Equator. 
In other words, they have summer when we have winter 
and vice versa. What this means to the business world in 
dollars and cents is almost impossible to estimate or to 
conceive. Its ramifications in the world of trade are nu- 
merous. There is hardly an industry that it does not 
touch. The automobile bu3ring season begins south of the 
Equator, when ours stops ; the Latin- American farmer, the 
South African ranch owner, and the Australian cattleman 
are putting up wire fences when our country is covered 
with a pall of snow; crops are being. harvested in the acre- 
age under the Southern Cross when North American farm- 
ers are plowing their fields; agricultural implements and 
machines are being purchased in these lands when ours are 
having a well-deserved rest in barns and storehouses; 
parasols to shield one from summer suns are being used 
when winter's blasts sweep northern lands; summer finery 
bedecks fair femininity when American women are wrapped 
in furs against arctic winds. With this condition existmg, 
it must be apparent to the most obtuse mind that an ex- 
port department added to one's business will help ma- 

terially in keeping the wheels of the factories turning 
throughout the United States: ships moving in the chan- 
nels of trade, with full cargoes ; labor contented and busy ; 
greatly reduced overhead expenses and in addition show a 
favorable balance on the right side of the ledger. There 
is no business, be it great or small, that cannot directly 
profit by an export department, provided only, the goods 
one produces or handles are adapted for overseas trade. 

Let me give a practical example of what an export de- 
partment did to a seasonable business in which I am inter- 
ested. The company is engaged in marketing flower and 
vegetable seeds, which, by the way, is a most typical sea- 
sonable industry. The selling period in the United States 
for this line is very short, lasting from the middle of Oc- 
tober up to the middle of February. During these months 
we formerly had to train a selling corps and a factory force 
which worked intensively in handling the large business 
which overwhelmed us for a few we^s of each year. At 
the end of the season our carefully instructed salesmen 
were released and our factory employees disappeared. At 
the beginning of the season we were annually put to the 
expense of reorganizing our selling and factory personnel, 
which always involved considerable time and money. In 
addition the shortness of our working periods made it im- 
possible to obtain and retain desirable or efficient help._ As 
a consequence our efficiency was not of the highest. In 
other words we were doing business at a greater expense 
than conditions warranted, which meant a corresponding 
decrease in the profits of the concern. 

Foreign Trade Proved Salvation 

Foreign markets were sought. Two salesmen familiar 
with the seed business and speaking foreign languages 
were sent to Latin-America, the Orient, Africa and Aus- 
tralasia, while at the same time a relatively small but 
highly appropriate advertising campaign by mail and 
through the medium of the foreign press was conducted. 
From the very first large order which, by the way, came 
from Cuba, our overseas trade grew by leaps and bounds. 
In t(ie first year it had assumed such proportions that we 
were enabled to retain most of our skilled factory help 
permanently and at the same time reduce the cost of our 
overhead to such an extent that a material* increase was 
made in the annual dividend. The export department of 
this business has paid its expenses from the very start ; has 
bred contentment among our employees; enabled us to 
select the most efficient workers and to keep them steadily 
employed. Instead of catering to a 120-day market we 
have expanded into a 365-day market, with proportionate 
profits. And we have done this in the face of competition 
from all over the world and despite the fact that our seeds 
were comparatively unknown in the markets which we 
entered, while transportation facilities never were worse 
in the history of the universe. 

How to Select Your Eacport Manager 

Having selected your office and having;^ decided to enter 
the export business, the next step is to select your export 
manager. Upon this selection entirely depends the measure 
of success you will attain, therefore you must bring into 
play your very best executive abilities and your keenest 
powers of judgment. 

I am assuming at this juncture that you have an estab- 
lished business and that you have decided to add an ex- 
port branch thereto. 

Whether you are a manufacturer seeking foreign trade, 
and have hitherto confined your attentions to domestic 
trade, or whether you are an export commission house or 
export commission merchants, the position is practically 
the same — you must appoint an export manager. The 
question then is how to secure the best man for your 
purpose. Foreign trade cannot be learned in a day or a 
month ; it requires perpetual study to make perfect. 

By advertising you may be flooded with applications, 
and even then it is very doubtful if one of the applicants 
will fill the bill according to your ideas. Knowing prac- 
tically nothing about the business yourself, you would 
probably be so keenly critical that you would be looking 

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for a superman to fill the post. Such are seldom to be 
found seeking the position you have to oflfer. 

Your Next Thought 

Your next thought trends towards the best man in 
your present sales force. It is seldom that a domestic 
sales manager is a success as the chief of an export branch. 
Excellent men as they may be in their own particular 
sphere, they are lacking in the training required to take 
charge of a foreign trade branch. Their area has been 
so circumscribed and they have traveled so much in a 
beaten groove that they lack the broader vision and the 
necessary adaptability required in the newer and larger 
field. Many of these men, good business getters at home, 
have become more or less mechanical and have not the re- 
quisite knowledge of such matters as foreign finance and 
credits, shipping details and other duties incidental to 
foreign trade which they would be called upon to handle. 
Obviously then, a selection from such a source would not 
be a wise one. 

You might, of course, elect to specially train a bright, 
intelligent young man, but whether he would fulfill your 
expectations is by no means certain, and while you were 
waiting for the finishing touches to his course, much valu- 
able time would be wasted and others who had solved the 
problem would get ahead of you. 

The Government, seeing the success made by Germany, 
where decades of intensive practical training have pro- 
duced such wonderful results in foreign trade, where the 
training has literally permeated into the system to as 
great an extent as has militarism — wisely decided on co- 
operative courses of education, largely through what is 
known as University Extension classes, which are now in 
operation over practically the whole of the country, and 
for some time past men, and women, too, for that matter, 
have become close students in these foreign trade classes. 
These schools have been doing really wonderful work, 
where professors, many of them with long practical experi- 
ence, working along sound business lines, have been the 
means of thoroughly equipping their students for this 
walk in life. Some of these students have grasped the 
problems of foreign trade rapidly and in a masterly man- 
ner, and are .fully competent to take hold of such a posi- 
tion as that of export manager. 

Great Benefits Derived 

These classes have been the means of bringing out the 
latent qualities of many students and fitting them for such 
positions, and by the careful selection- of instructors we 
are gradually amassing a very valuable force of intelli- 
gent men, ready to handle the complex foreign trade 
problems and to successfully undertake the management of 
an export branch. Many of these students are men with 
good connections who wish to establish themselves in the 
foreign field. Many are lawyers, who, forseeing the many 
difficulties besetting foreign trade, wish to make them- 
selves masters of all technical points, so that when any 
disputes arise, their services may command a goodly fee 
as experts; but. the great majority are young ambitious 
men, anxious to rise in the world, who see the great pos- 
sibilities offered in the foreign trade field and the many 
opportunities afforded for a successful career. From this 
class of highly trained men, undoubtedly many an excel- 
lent selection can be made and the foundations for many 
a fortune be laid both for the exporter and the export 
manager. It must be borne in mind that these foreign 
trade classes deal with the subject from every angle pos- 
sible; the most intricate problems are discussed and 
threshed out, and the man who matriculates has undergone 
such a thoroughly practical grounding in every detail that 
he may conscientiously claim the right to fill the mana- 
gerial chair of an export house. 

It may be that you would say such men are all very 
well in theory, but they lack the practical experience of 
tho§e who have absolutely been out in the markets we wish 
to cater for; we want men who have rubbed shoulders 
with those we desire to trade with and who have proved 
themselves past masters at the export game. That is the 
class of man we are looking for and that is the class of 
man we mean to have. 

By all means, the idea seems a ^ood one and in the 
long run you may possibly succeed m establishing a fine 
export branch. But mark the words — "in the long run." 

On a Plane Alone 

In other words, you have made up your mind to start 
in at the very top of the tree. You are on a plane alone. 
You may be able to afford the expense and a heavy one 
you will find it. There are some few firms — and they arc 
very few — who have adopted such methods with success. 
They have been the daring spirits who have not been com- 
pelled to count the cost, and success has been with them. 
Others have adopted a similar policy and failed. Jones 
may be the best fellow in the world in the very territory 
you wish to cover and may possess every qualification pos- 
sible to handle one particular line, but your line may be 
different and he may prove a rank failure as far as your 
business goes Here you are saddled with and tied up to 
a losing proposition, because you wanted to commence at 
a point where others more far-seeing would be pleased to 
arrive after 3'^ears of intensive work. "The race is not 
always to the swift, or the battle to the strong." 

In England to this day many parents apprentice or 
article their sons to some of the old established firms and 
pay considerable premiums for the tuition they obtain. 
They commence absolutely on the ground floor and work 
their way up through all the mazes of intricacies, until in 
a course of years they are considered capable of taking 
care of a department These are methods but little 
adopted here, but undoubtedly the training is usually very 
thorough and very practical. If perchance you could se- 
cure such a man in the reshuffle brought about by the war 
you might probably pick a winner. 

Changes Are Quick and Frequent 

Again, changes nowadays are so quick and frequent that 
you might secure the services of a good man unexpectedly, 
possibly through the collapse of the firm he was engaged 
with from unforeseen misfortunes, or from a death, or 
from a trained son being taken in to fill the position which 
cannot support two. This is a case of where blood is 
thicker than water. Such cases frequently occur and you 
may be lucky enough to come across the very man 3rou 
require almost by accident, but you may rest assured that 
if the man thus let out has proved himself capable and 
efficient he will not be idle long. You require to act 

A method, fortunately not frequently adopted, is to 
.tempt a good man from other employment by giving 
greater remuneration than he is already receiving. There 
are, too, times when this is permissible and there are few 
men who will not make a change if they believe it to their 
pecuniary advantage. This is but human nature. Your 
financial resources and your prospective business may war- 
rant an expenditure his previous employer could not en- 
tertain. In such cases, while regretfully losing a good 
servant, good wishes usually accompany him for his fu- 

Whichever course you elect to adopt in securing an 
export manager, and you may try them all before you 
finally get suited, there are certain essentials in the selec- 
tion that should never be overlooked. See that the can- 
didate has a knowledge of the language of the country 
you intend to deal with. More especially is this the case 
in an English speaking country where lack of education 
tells its tale at once. Usually a young man has at least 
acquired a smattering of other languages, possibly French, 
Spanish or German. Let him brush up on them at any 
rate to such an extent that he can translate letters you 
are practically certain to receive in one or all of these lan- 
guages, and in case you desire him to travel for investiga- 
tion purposes in countries where foreign languages are 
spoken, the knowledge would prove a wonderful asset 
Much importance should be attached to this. A man 
should also be of a resourceful nature and a "good mixer" 
and the more versatile he is the greater will be both his 
and your ultimate success. Lastly, before closing the en- 
gagement, you must be satisfied that if he is to fulfill the 
mission to the utmost you must get absolute assurances of 
his trustworthiness and integrity, for no business is more 
easily killed than when even a suspicion of trickiness at- 

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taches to its dealings. Remember, you require a sharp 
man, but not a sharper. 

In dealing with foreign trade as compared with do- 
mestic trade, the export manager must remember that 
here at home the mind of the buyer is receptive and flex- 
ible. He is prepared to entertain innovations more es- 
pecially if the goods offered compare favorably in price 
and general condition with those previously recognized as 

Points Worth Remembering 

A plan of education will be commenced through the 
press, the salesman and other channels; not so with the 
foreigner. Centuries of custom and prejudice have to be 
overcome. He looks askance at innovations. What was 
"good enough for father is good enough for him." He is 
not educated up to the standard we pride ourselves in^ that 
gift of adaptability which we possess he frequently does 
not He is a race in himself, a distinct t3rpe with very 
fixed ideas. He is rarely inclined to move out of a groove, 
a beaten track. Cliniatic influences frequently have a bear- 
ing on the disposition of both the buyer and the custom- 
ers and he is dependent on their whims and fancies. They 
possess all the characteristics of a totally distinct race. 
Their breeding makes for insularity. They do not possess 
the adaptability that centuries of race admixture has 
brought to Americans. 

During their period of education along the lines of com- 
plete civilization and emancipation from ideas and methods 
of centuries, they require the most careful study and 
handling, and to attempt at one jump to ram our opinions 
and methods down their throats is only to cut our own. 
In generations to come or with the arrival of the millen- 
nium, newer methods and manners may be standardized. 
Until such time it will pay us to accept our customers as 
they are, not as we would like them to be, and to follow 
up by real pioneer and missionary work a course of grad- 
ual education until we attain the desired end. 

Meanwhile, enough has been said to prove the absolute 
necessity of following out to the most minute degree 
the wishes of our customers as they are, if we are to re- 
tain them as such. Repeat orders are what count — one 
and one only, no matter what the profit be — is a fizzle, and 
as an exporter you may write yourself down a failure, 
caused entirely by your cocksureness of knowing better 
than the other fellow. Your ideas may be absolutely right, 
but unworkable. 

When you first went to school you commenced in the 
lowest class. So now, in the school of foreign trade, 
you must commence at the bottom and start by learning 
your alphabet if you desire to achieve any measure of 
success in the sphere of foreign trade. Unless you are 
prepared to bring your adaptability thus into play, keep 
out of the game and leave it to others more willing— yes, 
and more capable of efficiently handling the proposition. 
All these are vital points of which your export manager 
must be seized. 

Remuneration Guided by Circumstances 

As regards remuneration, you must, of course, be largely 
guided by circumstances, a good man is always worth 
good money and can build up your business to his worth. 
A bad man is dear at any price. This, therefore, brings us 
back to the fact that in order to select the right man you 
must bring all your own best intuitive powers into play. 
It is often found that a man's reserve energy is brought 
to the surface by a judicious blending of salary and a 
prospective interest in the business, for here again human 
nature comes into play. The more he makes for you, the 
more he makes for himself. This method is usually a 
good insurance premium, well spent. 

We are in a position through the maelstrom of war's 
vagaries to fill many of the world's demands almost at a 
moment's notice, for which in the ordinary course of things 
we should have required years of intensive training. 
Therefore, to remain in this trade it behooves us to give 
the acme of service and so build it up through the export 
manager until it becomes supreme. Thus shall we be 
able to meet and defy any possible competition. The ab- 
solute necessity, therefore, of making a judicious selection 
will be apparent to everyone. 

How Germany Secured Her 
Foreign Trade 

In taking up Uie study of Importing and exporting, all of the useful in- 
formation la not ocmflned to expounding theoretic prinolplea. Those who seek 
knowledge of the best methods for establishing themselves as importers and 
exporters, should at onoe put themselves in contact with the more general 
coodition of the Held, such as is afforded by the reports carried in the foreign 
trade publications. The appended arUcle and several which follow it, appeared 
previously in Padiio Ports monthly magazine, and while in a sense discon- 
nected with wliat has preceded, are of such a nature that much valuable 
advice can be gleaned from their ccntents. 

Mr. Blackall's serial article, which appeared in Pacific Ports msgaadne from 
month to month, has recenUy concluded and is presented complete. The 
author, who was in Ixmdon at the outbreak of the war, was mudi interested 
in foreign trade and made a special study of the subject in general, and Ger- 
many's methods in particular. He was enabled to gain an insight into the 
inner workings of the German plan by constantly reading and dlscus^ng the 
topic whenever opportunity occurred. He amassed a number of notes, from 
which he has compiled the series of articles which have been appearing in the 
magaxine from month to month. At the present jimoture, they should not 
alone prove interesting reading, but may be of material service to our business 
men.--THB EDITOB. 


It is a matter of history that the British merchants 
were the first to systematically develop their overseas 
trade. Frequently junior members of the firm were 
sent out to their foreign branches, to become acquainted 
first hand with the conditions and requirements, re- 
maining abroad for years and frequently a lifetime, or, 
they might be sent to establish new branches and con- 
nections. They were known to be honorable and just 
in their dealings, and were looked up to as the mer- 
chant princes of the world. In her own colonies Great 
Britain was paramount. It was a difficult matter to get 
a foothold on her trade preserves. 

Germany essayed to make a trial' on her own account 
and was eminently successful in the long run, as the 
whole world knows. She watched every move of other 
countries and awaited her opportunities. When they 
came she took advantage of them to the fullest possible 

Germany is essentially a manufacturing nation; her 
manufactures have been brought to a high state of 
efficiency. Her population has increased by leaps and 
bounds. Her manufactured products grew until they 
far exceeded her own requirements. She had to expand. 
She sought fresh outlets for her wares and embarked 
on a comprehensive colonization scheme. These 
colonies, however, presented too small a scope for her 
rapidly growing productions. She therefore sought to 
conquer the commerce of the world. She spread her 
trade expansion propaganda throughout the length 
and breadth of her empire and aflForded every possible 
means by widespread publicity to prove the value of 
colonization. Yet as a colonizer she only met with 
a partial success. 

Colonization Not to be Encouraged. 

According to General John C. Smuts, German colon- 
ization (especially in Africa) is not to be encouraged. 
He states: "These possessions were to become great 
tropical estates for the production of raw materials for 
German manufacture. The idea resulted in great en- 
closures for corporations, ruled with an iron discipline 
and worked by forced labor, amounting to slavery, 
naked and unashamed." 

That the immigration of whites to the colonies is 
not encouraged is borne out by the fact that prior to 
the war the area of German colonies was 1,027,820 
square miles, with a population exceeding 12,000,000 of 
which number whites contributed a paltry 24,000. 
General Smuts continues: 

"It is instructive to turn from this picture and realize 
the freedom of the British dominions, where freedom 
and peace reign and where there is no coercion of 
natives, but a loyalty, which brings an instant response 
to the motherland's unexpressed call for aid in times 
of peril." 

Until the middle of the eighteenth century, Germany's 
foreign trade was practically nil, on account of the laws 
then existing by which colonial trade was confined to 
the mother countries of the colonies, and trade with 
foreigners absolutely prohibited. 

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This exclusive trading was a bar to Germany's 
aspirations, but later on in the century, when it was 
found that an interchange amongst nations would tend 
towards greater prosperity, the conditions became re- 
laxed and Hamburg, as a free port, commenced business 
practically as a clearing house of nations. 

With the Declaration of Independence came Ger- 
many's trade opportunities in North America, of which 
she took full advantage, but even prior to this she 
had begun to establish branches in Spanish America, 
chiefly through the medium of Spanish employees. 
Thus through underhand methods she early laid the 
foundation for her ultimate gigantic trade throughout 

Steamship Services Established. 

Her vessels commenced to carry goods to all its 
ports. Regular services were established and have been 
maintained and increased ever since, until the outbreak 
of war in 1914. 

A further fillip to her foreign trade was given when 
the Chinese Treaty ports were opened in 1843, by 
which all nations were treated alike, and in 1859 when 
the Indian Government lifted the embargo previously 
placed on foreign goods. 

Germany then launched out and established branches 
and agencies in the newly opened fields. 

Haying thus gained access to practically all markets 
of the world, she established banks in every country, 
many of them being branches of home institutions. 
She sent her representatives in all directions. She 
instituted special business training schools and colleges. 
She thoroughly educated her sons intended for the 
forei§:n trade in various languages, those dealing in 
Spanish- America learned Spanish, those trading with 
French colonies were taught French, and so on. Finally 
she was represented in every country by men who had 
had a special export curriculum and could fluently speak 
the language of the country they wished to conquer 

The merchants, backed up by the assistance of 
powerful interests (of which they frequently formed a 
part), were in a position through their foreign trade 
representatives to accurately gauge the financial stand- 
ing of their customers, and when satisfied, the usual 
60 or 90 days* credit was often extended to one or 
two years, especially for large orders or in the case of 
goods not commanding a very quick sale. Thus the 
exporter with a good credit virtually did not require 
to pay for his goods until he had cleared his shelves, 
and had himself received his own money plus his 

Subsidies and Bounties Granted. 

In quoting prices, her merchants were materially as- 
sisted by the subsidies and bounties granted by the 
Fatherland. This feature alone was a great handicap 
in Germany's favor against her great trade rival, Eng- 
land. By this means she was enabled to sell goods 
priced identically the same in England and Germany, 
lower in the British colonies, which were not then 
protected by preferential tariffs. 

When in England, I met a manufacturer of loco- 
motives who had just returned from a business trip to 
Canada. His mission had been unsuccessful. He 
wanted to secure a contract for locomotive wheels from 
a Canadian railway company, which was then in the 
market for supplies. It was procured by a German 
firm, at a much lower price than he was able to quote. 
He decided to go to Germany to investigate, as he 
knew that the goods could not be produced at any- 
where near the figures at which the contract was 
placed. He was surprised to find that the Govern- 
ment-owned railways in Germany were paying far in 
excess^ for the same goods, of the prices paid by the 
Canadian company; in other words, home consumption 
had not only to make good the losses of the export 
trade, but had also to provide a surplus sufficient to 
pay the fat dividends declared by the factories. Their 
output, which was increased by export trade at a loss, 
was made good by the extra prices charged on home 

trade. Thus have the factories been built up at the 
expense of her inland requirements. The increased 
output of the factories resulted in keeping many work- 
men employed at home, who would have migrated to 
other lands, and by giving them continual and con- 
stant work a very high state of efficiency was obtained. 
By these means her organization was made complete. 
In this connection it is interesting to note a few words 
recently spoken by Chas. Duncan, an English Labor 
M. P.: 

"Every successful business is successful because it is 
well organized. Every successful business man suc- 
ceeds because of his ability as an organizer. Organiza- 
tion is the only basis on which success can be achieved 
in business as in war. and it is because this country 
(England) has been slow to realize this in the past 
that we have not only lagged behind, but even our 
enemy (Germany) went steadily and surely on the right 
path securing world wide dominion in many com- 
mercial pursuits. Organization is better understood 
and more thoroughly and effectively applied in Ger- 
many than in any modern state in the world." 

Getting into the Good Graces of English Firms 

For many years German merchants had been sending 
their sons or nephews to England to gain experience. 

They were nearly always able to speak and write 
at least two languages besides their own, (usually 
French and English). They were thus in a position to 
act as foreign correspondence clerks, which but few 
English were capable of doing successfully; moreover 
the^ were prepared to accept an exceedingly low rate 
of wage. It was nc uncommon thing in leading mer- 
chant houses or banks to find several German clerks. 
Backed up by funds from home, they were in a posi- 
tion to oust many Britishers, and by due diligence to 
their duties, obtained the goodwill of their employers. 
They were never in a hurry to quit work and frequently 
so ingratiated themselves in the good graces of the 
firm that promotion was rapid. Frequently they got 
such an intimate knowledge of the inner workings of 
the business that they made themselves almost in- 

In due course they might be sent abroad to relieve a 
foreign manager, or to establish a branch, or possibly, 
when the time was ripe, a friendly visit from the clerk's 
father would ensue, ostensibly unknown to his son, 
although, in reality, he would be well posted before- 
hand by his son as to the exact position of the firm's 
affairs, what the business was worth, and if a partner- 
ship would be entertained and if so, the probable terms. 

The father would then call when he knew his son 
was out. introduce himself, (he always knew the cor- 
rect person to see) inquire how his son was getting 
on, possibly suggest that his pay was insufficient and 
that he ought to be doing better. The merchant, in 
return would give a glowing account of the future 
possibilities. The father would then throw out a hint 
that his son having mastered the intricacies of the 
business would not unlikely start in the same line, with 
plenty of financial backing, unless there was a chance 
of something more than a poorly paid clerkship. The 
result frequently was that before the father's return 
home a partnership in a good old established business 
was purchased. 

Hundreds, probably thousands, of such cases could 
be instanced and in this way has German diplomacy 
made itself an important factor in the English mer- 
chant house. 

As an illustration of German duplicity, I would recite 
one case that came under my own notice. 

How They Treated Trusted Agents. 

A German electrical firm advertised that they wanted 
an agent for their goods in England. They were pre- 
pared to establish an office, to pay a small salary and 
a commission. A pushing young Englishman without 
any means applied for the job and was appointed to 
the vacancy, notwithstanding that hundreds of ap- 
parently big concerns offered their services, on even 

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better terms than the selected applicant. This was 
frankly told him and the reason given for his selection 
was, that they wanted a man to attend solely to their 
work, capable of rising with the agency to an important 
position as the business grew, that the entire manage- 
ment would be practically in his own hands, and that 
he was in a position to make it really what he liked, 
by his exertions. 

By dint of hard work and careful supervision the 
business grew by rapid strides, and so good were his 
returns that in about 12 years he had saved money and 
amassed property to the extent of about $50,000. 

About every six month one of the principals used to 
visit the London agent, and apparently a most cordial 
and friendly relationship was established between them; 
in fact the agent looked upon the German merchant 
almost as a second father, and had such implicit con- 
fidence that his most private aflFairs were discussed with 
the German. On his return he warmly eulogized the 
agent, told him that he had always given complete 
satisfaction and that he had worked so indefatigably 
in his interests that he was practically safe in his job 
for life. 

The agent wanted nothing better. He knew his 
business, and he knew that he was appreciated as a 
good servant should be. 

Must Invest Savings or Quit. 

A few months later the German came back and an- 
nounced that as his business was growing so much 
he had decided to turn it into a company, and that 
all his employees were taking shares in the enterprise; 
finally he practically told the agent that he must invest 
$50,000 (which sum. he judged him to be worth) or lose 
the agency. He stated that he had already had an 
offer from another source on even better lines, but 
that he felt in duty bound to give an old and tried 
servant the first opportunity. 

The agent knew that he was making about $12,000 
a year out of the business which he had built up, 
and that he would have great difficulty in either 
securing another agency as good or of investing his 
money in any business which could nearly approach 
these figures. He therefore decided to close with the 
offer, and had even to borrow the balance of the 
money required, after having mortgpiged his property 
up to the hilt, so satisfied was he with the prospects 
for the future. The investment alone, apart from his 
salary and commission, looked on paper to be worth 
at least I2y^%. 

The deal was closed and for a few months every- 
thing went splendidly. 

One day the agent was surprised at a visit from 
another German, who quietly informed him that his 
quondam friend had retired and sold to him his entire 
interest in the company, and that he had decided to 
open a regular branch in London, with his son as 
manager, and that the agency agreement would 
terminate at the end of the month following. The 
agent was further told that the company being a private 
one. there was no market value quoted for the shares, 
and that h^ must be satisfied with the dividends which 
he, as managing director should deem expedient to 

This occurred only a few month priors to the war. 
The company paid no dividends and practically all the 
profits were swallowed up by the gigantic salaries paid 
to the managing director, his satellites, and his son, 
as manager of the London branch. 

Left Penniless and in Debt 

The result of working hard during the best years of 
his life for a German firm, left the agent not only 
penniless but in debt, with $50,000 worth of very 
doubtful security tied up in Germany. 

The London office was closed when war broke out, 
and the agent may think himself a lucky man if he ever 
gets anything out of the wreck after peace is pro- 

Of course, there are many who will blame the agent, 
but there always are a large number of people who 
are wise after an event. It must be borne in mind that 
he had worked with the German for upwards of a 
decade, in the utmost harmony and absolute confidence, 
and grown up with him from a young beginner in 

The illustration goes to prove how deeply the Ger- 
mans lay their plans and how patiently and with what 
an amount of confidence they prepare for "the day." 

I well remember late in the 70's the outcry that went 
up throughout England, regarding foreign competition 
and buying goods abroad. The papers were full of 
it for weeks, and the British manufacturers were highly 
indignant. It was practically directed against Ger- 
many, who by this time had commenced to delude the 
market with her cheap goods, many being copies of 
British made articles, but infinitely inferior in quality, 
and considerably lower in price. The ultimate out- 
come was that every article imported had to be branded 
with the country of origin, and "made in Germany** 
became a household word. 

Prices Lower in London Than in Berlin 

It was possible to buy goods manufactured in Ger- 
many, retail, in London, cheaper than in Berlin. War- 
ranted "Sheffield" cutlery was often found with "Made in 
Germany" stamped on it in small type. 

In Canada, Australia, South Africa and in fact 
throughout all the British possessions the same con- 
ditions prevailed to the detriment of the British 

This was rendered the more possible by Germany 
subsidizing her steamship lines, and by the low rate of 
wages paid to her workmen, added to which the 
surplus of the German factories had to find an out- 
let. Hence the loss that was at first made in her 
export trade was made up out of her home trade 
and her own people had to pay more at home for 
the same goods, sold at less, abroad. 

In the early 80*s a Hamburg firm entered into a con- 
tract to supply the English workhouses with coffins 
for their paupers, at a considerably lower price than 
they could be procured locally. Shortly after, owing to 
strong protests being made, a prohibitive duty was 
imposed and the German contractor was faced witW 
a losing proposition. How to solve the problem was 
the question. 

At this particular time, enormous quantities of eggs 
were being iniported into England from the interior 
of Hungary. They were allowed in free of duty. The 
-German coffin firm undertook to deliver them at a 
reduced rate of freight, on a through bill of lading 
from Hungary to England, provided they passed 
through Hamburg and that they were repacked there. 

The contract was signed, the eggs were delivered 
in the coffins, and marked, "boxes of eggs the product 
of Hungary." 

The trade got rather a shock at the shape of the 
new containers, but the coffin contractor was able to 
smile at turning what looked like a severe loss on his 
contract, into an extra profit. 

Banking and Educational Methods Adopted 

The fact that practically all shipments were financed 
through England at rates not favorable to Germany, 
led to the establishment of the Deutsche Bank in 
1870, with the object of further developing her foreign 
trade. Its prospectus states: 

"The object of the company is to carry on banking 
business of all kinds, particularly in the furtherance and 
facilities of commercial relations between Germany, the 
other European countries and overseas markets." 

After establishing an agency in London it assisted in 
the formation of "The German Bank of London" and 
was thus enabled to deal with German bills on the same 
basi§ as English banks. This had hitherto been im- 
practicable owing to Germany having no gold standard. 

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Some two years later the Deutsche Bank opened 
branches in China and Japan and financed subsidiary 
banks throughout all the countries of South America 
and Mexico. Other German banks also commenced to 
branch out in the SCs, so that by the latter part of 
the nineteenth century almost the whole world was 
literally honeycombed with German financial institu- 
tions, which were of the greatest assistance to her 
traders and merchants. 

Most of the large German banks which have capitals 
ranging from $25,000,000 to $50,000,000, are practically 
sponsors for numerous smaller local banks, operating 
at home, and also closely allied with the leading in- 
dustrial undertakings and railways abroad. The five 
great German banks represent combined assets of close 
on $1,000,000,000 and as virtually this is all available 
for the requirements of foreign trade her position in 
this respect has become practically unassailable. 

Factories Established Abroad. 

Another instance of their ingenuity is interesting. 
When duties in foreign countries rendered business 
impracticable, immediate steps were taken to recon- 
noitre the possibilities for the establishment of Ger- 
man factories, and if sufficient inducement offered they 
were immediately equipped for business. This was 
largely the case in Italy and Russia, which latter 
country was only just awakening or rather being 
awakened by Germany to the value of her own resources 
and potentialties. Further afield, throughout South 
and Central America, their capital was introduced into 
plantations consistent with the countries and also 
throughout the Dutch East Indies, while in Mexico 
and Australia large mining properties were brou.srht 
under their control. For years the output of some of 
the largest Australian mines had been handled by 
German capital, and a contract entered into that, even 
in the event of war, these Australian mines should 
continue to supply Germany exclusively with all the 
smelter products of her silver lead mines. When the 
contract was made Australia little thought that she 
would herself be at war with Germany, and at the out- 
break, some twenty or more huge vessels were lying 
at the wharves loaded ready to proceed to Germany. 
The Australian Government, to their everlasting credit, 
immediately sized up the situation and passed a law, at 
a specially convened session which lasted all night, 
canceling all German contracts, with the result that 
both ships and cargoes were commandeered by the 

Dominate China Silk Business. 

Again in China, German finance was so interwoven 
in the industrial trade (chiefly silk and cotton) that the 
entire business if not absolutely controlled, was 
dominated by Germany, and German prices would 
sway the market just as required, but always with a 
preference towards her own people. Usually, the bank 
financing industrial undertakings in Germany is either 
a co-partner in the concerns, or has one or more 
Directors, common to both institutions. The import 
and export concerns accept long dated and renewable 
bills, discount them through the banks they are as- 
sociated or co-partners with, and thus are themselves 
enabled to give extended credits. 

The trading banks are most comprehensive in their 
sphere of actions, for, apart from granting long 
credits, they also grant loans, make advances on all 
classes of shipments and discount long-dated bills, and 
in certain cases guarantee fulfillment of contracts as 
well. To all intents and purposes they often become 
company promoters, and their ramifications are so 
complete and far-reaching that they frequently control 
the business of large industrial undertakings, to the 
material benefit and advancement of their export trade. 

One great factor which tended greatly towards the 
success of German banks abroad was, (apart from her 
own colonies) the German emigration to all parts of 

the world. In many parts they founded industrial 
colonies of their own, retaining their own Irtnguage 
and customs, building their own schools and training 
and educating their children in German methods. In 
many cases they were eminently successful as traders 
or agrriculturists ; all their sympathies were with the 
Fatherland, their trade was with the Fatherland, and 
their banks were the banks of the Fatherland, or 
their subsidiaries. To such an extent was the life 
absolutely German, that there were many cases where 
the United States consuls advised that correspondence 
with the traders should be in the German language, 
and goods quoted in marks and according to the Ger- 
man measures. 

Great Exodus to Foreign Countries. 

When one takes into account that the exodus from 
Germany from 1871 to 1900 was nearly 2,000,000 and 
from 1901 to 1914 close on another million, it is small 
wonder that with the old home instincts strong on 
them, German trade and banking should have received 
vast support wherever these industrial settlements oc- 

One illustration of German duplicity should for ever 
put Americans on their guard; and it is a method of 
securing trade which our enemies have very frequently 
used to their own advantage. In cases where Ameri- 
can goods ruled the market and were preferred to 
those imported from Germany, or where there were 
perhaps no Germans doing business, it was no un- 
common thing for a new firm to spring into existence, 
to learn the requirements of the locality, give a small 
order to American manufacturers for the commodities 
most used, ship samples home to Germany, have them 
accurately copied, and flood the market shortly after 
with identical copies of the same goods, imported from 
Germany, and frequently sold at a lower price. 

Trade and Banking Hand-in-Hand 

As the whole world over, trade and banking 
naturally go hand-in-hand, so in Germany the business 
schools and colleges before mentioned, not only train 
their sons for business but for banking as well. Their 
system of vocational training is well-nigh perfect. 
Their schools of commerce are Government institu- 
tions. There are trade schools for the higher technical 
education of the mechanic, so that he can perfect his 
products. There are commercial schools for salesmen 
to learn the most approved methods of pushing these 
perfected products the whole world over. No detail, 
be it ever so trivial, is omitted. The curriculum is so 
comprehensive in these schools, that the teaching not 
only embraces all European languages, but even ex- 
tends to Russian, Persian, Chinese, Japanese, Arabic 
and Hebrew, and still further to local negro and African 

How She Expanded Her Shipbuilding. 

In her merchant marine, Germany, apart from sub- 
sidizing every line en route to every part of the world, 
carefully avoided any duplication of routes. The 
enormous quantities of raw materials necessary for 
shipbuilding were all available at very low prices, and 
when long haulings were required, specially low rates 
of railway freights were conceded by the Government 
owned lines. These were all factors that tended to 
keep the costs of her boats down and added to this 
was a low wage scale and duty-fee importation of any 
articles required in shipbuilding construction. 

In the first half of the nineteenth century she started 
shipbuilding schools to scientifically teach wooden 
shipbuilding. These wooden boats made vast profits 
and were the nucleus from which she derived funds to 
provide for the financing of her new steamship lines. 
This system has all along been rigidly adhered to and 
the outcome has been the mighty lines which she 
operated until the war cut her off navigating all the 
seas of the world. 

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When Iron Supplanted Wooden Vessels. 

When the new era of iron ships superseded wooden 
vessels, for years Germany was compelled to get her 
vessels built in Great Britain, owing to the fact that 
she had not learned the correct method of handling 
iron for this purpose. Later she commenced building 
on her own account and after a brief period, not only 
constructed all her own steamers and battleships, but 
even built many for foreign countries, including China 
and Japan. But it was not until 1895 that her Govern- 
ment forced shipbuilding in the Fatherland, by provid- 
ing subsidies to vessels carrying mails, conditionally, 
that they were built in Germany; and for this purpose 
every kind of material required in their construction, 
from rope to anchor, was admitted duty free; further, 
specially reduced railway freights were granted for the 
transport of these goods across country to the ship- 
building yards. 

In order to foster her export trade the same low 
freights were also extended to her manufacturers, for 
conveyance of goods for shipment. In addition to 
this, by her methods of financing foreig^n railways, she 
was able to grant her manufacturers through bills of 
lading on many lines, at far lower rates than could 
be obtained by other countries. These preferential 
rates placed her in a far more favorable position with 
such countries as Bulgaria, Turkey, Roumania, The 
Levant and East Africa, from all of which countries 
she had obtained Government concessions, largely due 
to underground finance. 

Large Mail Subsidies. 

Her mail subsidies to steamers, which amounted to 
over $1,000,000 per annum for a period of 15 years, 
called for thirteen voyages a year to Australia, China 
and Japan, and twenty-six to the Mediterranean, with 
a 20 per cent reduction of freight for all Government 
goods and passengers. Some years before the expiry 
of this subsidy, the Government, finding that the 
service was neither large nor swift enough to com- 
pete with other countries, made new arrangements and 
increased the subsidy by $300,000. Under the new 
contracts additional service and faster boats were re- 
quired, which were to compete on identical terms with 
foreign competitors, but without the prospect of any 
further additional subsidy, no matter at what rate prog- 
ress was maintained. 

With the view of connecting up for Island traffic, 
a subsidiary line between Sydney, New Guinea and 
Singapore was inaugurated in 1901 and was subsidized 
to the extent of $28,560 a year. The German East 
African line was started in 1890 with an annual postal 
spbsidy of $214,200 for a period of 10 years; this en- 
tailed thirteen voyages annually from Hamburg to 
Delagoa Bay and an extension to Zanzibar. On expiry 
the subsidy was renewed for another fifteen years 
and increased to $321,000, but called for the use of 
faster vessels and an alternative route via South 
African ports. 

The ideas of these subsidies were twofold; to foster 
her trade, and also to direct her emigrants to new 
countries and point out new markets to her manufac- 

Increase in Merchant Marine Tonnage. 

In the short space of twelve years her merchant 
marine tonnage increased 270 per cent, until at the 
end of 1912 it exceeded 3,153,000 tons. Her shipping 
interests are worked upon lines very similar to her 
banking, inasmuch as she has seven giant shipping 
companies operating over 3,500,000 tons and about 
forty smaller institutions which are practically con- 
trolled by the larger ones. With the assistance of the 
subsidies virtually every portion of the seas was 
covered hy German companies. Sailings were regular, 
lines were not duplicated, and thus competition was 
only directed against carriers of other nations, and on 
terms specially favorable to Germany, her traders and 
ms^nufacturers. Needless to say the American trade 

was amply catered for, and in 1911 The Hamburg- 
American line alone carried 403,000 passengers and 
7,990,000 tons of freight. In the same year the North 
German Lloyd took 514,000 passengers and 3,590,000 
tons of freight. 

The special railway tariffs, previously referred to, 
were largely framed in the interests of export trade. 
In order to foster specific industries or to favcvr 
particular individuals, reduced rates were granted. 
Further, the larger the shipment, the lower was the 
rate charged. This measure was largely aimed at the 
diversion of traffic to certain given ports and with 
the idea of furthering the interests of particular steam- 
ship lines, in some of which the kaiser himself held 
large interests. In the case of reduced rates to for- 
eign countries, by means of through bills of lading, 
over lines in which German capital had a controlling 
influence, she was in position to defy competition. By 
the reduction of these tariffs on raw materials and 
partly manufactured goods, and by raising the rates 
on imported manufactured goods, she was enabled in 
her own country to create absolute trade monopolies 
for her own manufacturers. Again, her railway con- 
cessions were made to extend to various contiguous 
centers, and by this means she secured much freight 
from her neighbors, for her ships to carry to the ends 
of the earth. 

Foreign Office Supplies Minute Details. 

The German Foreign Office received from its dif- 
ferent agents and consuls the most minute reports and 
details connected with every branch of trade, customs 
tariffs, possible markets, volume of trade, crop reports, 
and in fact everything in any way pertaining to all 
countries, in which there was even a remote possibility 
of trade. Every detail was studiously collected, care- 
fully collated and published in book form for her 
merchants. They are at all times open for inspection 
free of charge, but are supposed to be for the exclusive 
use of sons of the Fatherland. 

Their Foreign Consuls are virtually placed in the 
position of commercial agents, as they are required to 
furnish financial reports to merchants, of possible 
customers, and have also to assist in forming con- 
nections, between the merchants doing business in 
their sphere of operations and those in the home land, 
desirous of trading with them. In order to deal with 
such matters to the greatest advantage, the consular 
officers receive special commercial training for this 
class of work. That the positions are lucrative may 
be readily judged, from the fact that they are paid 
no salary but are remunerated solely from "consular 

Consul's Function Related. 

An interesting illustration of a portion of a consul's 
functions is related by a prominent San Francisco 
broker. A short time before the declaration of war 
by America on Germany, he had occasion to visit 
Berlin. Upon calling at the Foreign Office to establish 
his bona fides, he was surprised to find that the 
department had a complete history of his commercial 
life. He expressed surprise at this, as his dealings 
with Germany, either direct or indirect, had been o^ 
the slightest. The card was exhibited to him, and he 
found it went into the most minute details of his finan- 
cial standing, his banking facilities, the names of his 
chief customers and in fact he said, "they knew more 
about me than I knew about myself.** In order to 
elicit information, he himself made inquiries concern- 
ing one or two small American firms, and in every 
case found that most complete details were filed. 

Another point which has stood Germany in good 
stead, is her multitudinous trade association.?. This 
banding^ together of different classes of trades for 
mutual benefit, has had the effect of reducing costs, 
fixing prices, and the general advancement of interests, 
which has been rendered far more possible by such 
amalgamations, than could ever have been the case 
with the individual, who would have had to bear the 

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whole brunt of the financial strain personally. By this 
means too, over production would be partially curtailed, 
and the association would direct its members towards 
new markets, or advise which markets required ad- 
ditional supplies and which were over supplied. By the 
associations keeping in direct touch with their repre- 
sentatives abroad, they were able to furnish much 
valuable information at a minimum cost. 

Advantage of Association Over Individuals. 

Against such associations, the private individual, 
acting as a unit, would be compelled to keep at enor- 
mous expense an army of trade reporters in order to 
be in the running in every center in which he was 
trading, and, frequently carried away by optimism, his 
reports might prove to be inaccurate, which would not 
be the case when reports came from the association's 
representative, who would have only one course to 
adopt; to report faithfully each and every circumstance 
connected with the trade or the possibilities of his 
special market. Relying solely on his salary and not 
on the turn-over of business, as might be the case of 
a private agent, he would be far more likely to give 
an accurate forecast of requirements. In this way the 
absolute truth of the situation would be made plain 
to the association, and its members would receive 
practically an assurance or O. K. mark of the trade to 
be done, and the risk of failures would be reduced to 
a minimum by this system of united action by associa- 
tions, which were formed for every purpose and by 
every trade throughout the length and breadth of the 
Fatherland. Frequently the associations were the 
means of forming pools for manufacturers. Large 
orders of standardized goods would be farmed out to 
the factories according to, their capacity; by these 
means all plants would be kept busy and each would 
get its quota and without any price cutting. These 
associations which exist for all purposes and trades 
number upwards of 5,000. They have played a very 
important part in German export trade and the system 
is well worth attention. 

Her Special Study of Foreign Markets. 

Undoubtedly one of the greatest factors in Ger- 
many's success in foreign trade has been the great 
and untiring attention she has paid to the study of 
her customers, their methods and their requirements. 
As a start no trade emissary left her shores without 
an accurate and intimate knowledge of the language of 
the country he was visiting. He would not only be 
able to speak and write the language fluently, but 
usually knew probaly two or three other tongues, 
which he would have learned in the commercial schools 
before referred to. He would never be in a hurry to 
push on from one country to another, or even change 
from one city to another until he had made a complete 
study of his possible customers. He would never try 
to force the products he had for sale, even though 
they only differed slightly from those in use m the 
locality, unless he saw that the customer was favorably 
impressed by them. Then he would bring forward his 
best selling methods, but never in an obtrusive way. 
He would attempt to see with his customer's eyes and 
would accept his specification and manufacture to it 

Trade in Fencing Material. 

Illustrating this may be cited the enormous trade 
Germany developed with Australia in fencing materials. 
For generations this trade had been entirely British, 
and Australia had been compelled to use what she 
could get. The British factories looked upon the trade 
as theirs almost by divine right, and, notwithstand- 
ing the fact that many representations were made to 
them for a different class of steel wire, light and strong, 
they declined to furnish it. Doubtless it would have 
entailed considerable changes in their factories, and 
Australia would swallow what was sent, was the British 
manufacturers' idea; so why go to the extra trouble? 
Germany instantlv saw her opportunity. She sent ex- 
perts to capture the trade and she succeeded in doing so 

to a very large extent. These experts were success- 
ful in producing a very high grade steel wire, capable 
of covering twice the distance the British wire would; 
one that would not snap with the winter's frosts nor 
sag with the summer's heat, and one which would 
always remain rigid and taut. Although higher in 
price nominally, in reality it was far cheaper, as one 
ton of German wire would accomplish the work of two 
of the British article. Being more suitable to the 
climate — it was specially prepared after severe tests in 
both summer and winter and the exact article produced 
by scientific study — the trade grew apace. It was also 
much cheaper in. the matter of cross country freight 
charges, being only half the weight of the British 
production; added to which the farmer found his teams 
could do in one trip what under ordinary conditions 
would have meant two. Considering that frequently 
the distances to be traveled by team meant many miles, 
the saving in time as well as cash was of vast im- 

By this instance of adapting themselves to the re- 
quirements of the trade the Germans soon won out 
When in time the Britisher's orders became fewer and 
fewer, he began to analyze the situation and not till 
then did he set out to produce the required article. 
He then set sail in hot haste after the lost trade, 
but by this time the German brand was well established 
and sought for, and it proved a very difficult matter to 
reestablish the British article. In fact had the war not 
eventuated, the strong probability is, that the trade 
would very largely have remained in German hands. 
This is only one illustration, but it is applicable to 
hundreds of other materials and shows how German 
methods "got there." 

In many of the half civilized countries, where the 
natives require the cheapest materials and the gaudiest 
colors, the average American house will endeaver to 
sell goods similar to those used in the home trade 
and is not willing to adapt himself to circumstances. 
Needless to say that when Germany entered the market 
in competition, and made an article as required, she 
swept the board. 

Excels in Packing. 

In packing also she excelled. Not only did she 
economize in space, but she put up her goods in con- 
tainers that not oi)ly appealed to the country she was 
trading with, but which were of after use to the natives, 
and were of great value to the merchants as an ad- 
vertising medium, in fact, it frequently occurred that 
the containers virtually sold the goods. 

Germany scored greatly in practically making her 
export trade her means of existence, whereas .Ajnerica 
frequently treated it as a side line, and looked upon 
foreign orders only as a means oiF disposing of her 
surplus when home trade was dull. The difference 
adopted* in these methods was naturally entirely in 
favor of the Teuton. 

The American, and to a little less extent the British 
were on the lookout for cash transactions; not so Ger- 
many. Her banking ramifications were perfect, and 
so intimate was her knowledge of the financial stand- 
ing of her customers, that she would frequently give 
long credits and thus secure the trade, her custoniers 
being willing to pay for the extended accommodation. 

Again U. S. exporters often declined to quote, or were 
unable to quote for goods upon any other terms than 
f. o. b. factory. This method did not suit many foreign 
countries. Germany adapted herself to the position 
and promptly quoted, when desired, C. I. F. ware- 
house at destination. By her careful tabulation of 
details she was even in a position to quote for far 
interior towns, even when transportation had to be 
made on camels, mules, etc. This she was only able 
to do by careful study of the usages of the country 
with which she was dealing, and she accurately sized 
and packed her merchandise to meet the requirements 
of animal transportation. Each class of animal was 
known to be capable of only carrying up to p certain 
weight, and for the purpose of proper balance, parcels 

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would be made of equal weight so that the animals 
would give the greatest efficiency by being properly 
loaded with similar weights on each side. 

Attention to Details Pays. 

It was by details such as this, that step by step, and 
with great patience, Germany has built up her trade. 
She has gone to infinite pains to find out exactly what 
her customers require and has supplied it accurately to 
specification, never attempting to substitute other ar- 
ticles for the ones ordered, although often adroitly 
leading her customers towards her own styles, and in 
this she has been greatly assisted by the German col- 
onies in foreign countries, before referred to. 

Until recently. American shippers frequently sup- 
plied goods to foreign countries packed as they would 
distribute for home trade, and entirely ignored the 
usages of the importing country. This was never done 
by Germany, who was kept posted up to the minute, 
in every detailed requirement of her customers. Tlie 
American method often resulted in loss to the impor- 
ters, through ignorance of foreign methods, or through 
Ignoring instructions given. The German never failed 
in this way, and thus secured much valuable trade 
which might logically have come to the United States. 
In other words Germany has deliberately nursed and 
fostered her foreign trade, while we have treated it in 
a more or less haphazard way. 

The same applies to the careful way in which she 
has selected her foreign representatives, both Govern- 
ment and private. They are carefully schooled in every 
way and only those attaining a high state of efficiency 
are selected. Compare this with our more or less 
happy-go-lucky style of sending a representative, prob- 
ably with but little or no training, with no knowledge 
of the language of the country he is attacking, and 
often appointed because he has proven a good sales- 
man in his own home town. Which is the more likely 
to succeed? 

Supplies What Customers Require. 

The idea that Germany only exports cheap goods is 
a very erroneous one. She supplies what is required by 
her customers. True^ she has specialized in cheap 
goods because she has recognized a practically un- 
limited worldwide market exists for this class of goods. 
The natural result has been her unparalleled success. 

Of material advantage is the fact that, in manv cases 
the German manufacturer produces his goods solely for 
export, and specializes for the varied tastes of his 
customers exclusively. This plan is but little followed 
by other countries, many of which only use outside 
countries as dumping grounds for surplus stock. Ger- 
many has made her home requirements subsidiary to 
her foreign trade. Until recently with us it has been 
a sideline. 

She has also made herself master of the foreign 
customs charges, which are so varied in different 
countries. They are too long to recite in a brief 
article, but, suffice it to say, that especially in South 
and Central America, the utmost caution must be used 
before attempting to embark in these trades. 

I do not think I can conclude this article in a more 
fitting way than by giving the following quotations, 
from two widely different sources, but both bearing 
on the question at issue. They tend to show the in- 
finite pains and trouble Germany has taken to secure 
her footing and having once done so, the great care 
she evinces in retaining her position by her particular 
attention to detail. 

American Consul General at Hongkong states: 

"The aggressiveness of Germans in this market is 
a subject of remark; they are hard workers; their 
young men learn the Chinese language, and they leave 
no stone unturned in giving the Chinese buyer what he 
wants in the way he wants and not what a seller thinks 
he should have. The Germans, to a considerable ex- 
tent, maintain offices in the United States to secure 
for themselves the profits on such American goods as 
can compete. They watch American prices and ideas 

and forestall the same if possible. They enjoy the ad- 
vantages that come from shipping in their own vessels, 
enjoying an income from acting as shipping agents 

**The Imperial trade correspondent at Hobart reports 
that one of the largest importers of fancy goods sKites 
that German manufacturers are particularly attentive 
to detail, especially in packing and putting up the 
goods in an attractive manner for convenient handling 
and shop displays. His experience was that the com- 
monest kind of German goods were packed and put up 
infinitely more attractively and carefully than British 
goods of perhaps twice and three times their value," 

Conclusion.— After the War? 

However much we may despise and loathe Germany, 
we must admit she is thorough. Thorough throughout. 
Thorough in war, thorough in commerce, thorough 
in everything; and it is this very thoroughness which 
makes her such a hard nut to crack. While her 
thorough training for generations for war made 
her such a formidable enemy in the field, so her 
thorough training in commerce has made her equally 
powerful as a trade rival. She was as prep?ired for 
war as we were unprepared, and the same applies to 
trade. We are only now awakening to the prepara- 
tions for both these great issues. Dr. David Starr 
Jordan likens German culture to "a building with 
every man a brick in it, but of the nature and purpose 
of which he knows nothing.** This is an illustration 
of their thoroughness of purpose, of sinking the in- 
dividuality of the person, of their system of delving to 
the very roots as they have done in their educational 
and technical schools. Every one is educated towards 
a definite end in life and grounded in details to the 

The question of a trade boycott for long years after 
the war has been widely discussed and advocated. 
. Should this be found practicable or feasible, it would 
undoubtedly teach Germany a lesson that she would 
not recover from for generations. To guard against 
this she has kept as many nations neutral as possible 
and placated them in various ways. True she has 
mercilessly sunk their shipping, largely with the idea 
that no nation, neutral or belligerent, should be in a 
better position for the carrying of overseas commerce 
than herself when peace comes. 

Would a Boycott Be Effective? 

The loss of all her colonies, from which she used 
to secure large supplies of raw materials, will be 
greatly felt, as even if able to obtain supplies else- 
where', it must be at greatly enhanced prices. 

The question of whether a trade boycott could be 
made effective is one Germany is seized of and already 
she 'has been preparing for after the war, by arrange- 
ments with neutrals. The following extract from the 
"Wirtschaftszeitung der Zentralmachte** denotes to 
what utter depths of deceit she will descend to re- 
capture her lost trade. 

"If we proceed on the assumption that the attitude 
of customers throughout the world toward German 
goods is going to be that of 'passive resistance,' it 
is clear that we shall have to resort to commercial 
mimicry. Everything that comes direct from Germany 
or that bears traces of German origin will at first be 
very difficult to sell. Our whole trade will have to 
go through neutral lands. This will mean both an in- 
creased danger of the imitation of German articles, 
and also an increase in cost of production. This, 
however, should not hinder us from applying this 
method, as it is not meant to be adopted permanently, 
but after the war the foreign market will require con- 
siderable time to accustom itself to German products. 
Nor should moral scruples deter us. The neutral will 
be indispensable to us after the war as an intermediary, 
where we can not reckon upon a free and open market 
in the country itself. Every German business man 
might do well from now onward to adopt as his modus 

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Operandi the renewing of his connections with his re- 
liable agents in neutral countries, and removing from 
his goods every prominent indication of their 

But,, in order to enforce such a boycott we are up 
against a gigantic proposition. 

Except under war conditions, would it be possible 
for the Allies to impose conditions on neutrals which 
would practically direct their shipping and control 
their trading operations? An important fact, which 
has to be taken into consideration, is that although 
allies for all purposes new, immediately after the war 
we shall become trade rivals. Unless any one nation 
is sufficiently strong financially to form a corner in 
any commodity she requires, quantities must perforce 
filter through to Germany, per the medium of neutrals. 

Can Wc Prevent Her Getting Supplies? 

Admitting that she is desperately in need of virtual- 
ly all raw materials, how are we going to prevent her 
getting supplies? A dozen instances might be given, 
but taking rubber as an example, it may pay to analyze 
the situation. 

The largest rubber producing countries in the world 
are the Malay Archipelago, Brazil and Java. If we are 
prepared to enforce the boycott we shall immediately 
inflate the prices against ourselves by purchasing the 
entire output of all producing countries, for undoubt- 
edly Germany would be prepared to pay almost any 
price. If on the other hand we are not prepared to 
do this, and even should the allies form a combine 
after the war, we cannot compel Java to join in with 
us, and her supplies as a neutral, might readily be 
procured by Germany, provided she were ready to 
pay the required price. This one illustration is typical 
of many others that would run on parallel lines. An- 
other thing wc know is, that already in neutral count- 
ries, and also to a lesser extent, through neutral agents , 
in allied countries, large supplies of raw materials * 
have been purchased at prices considerably in excess 
of the market for delivery after the war. 

Would it be possible for us to say to these neutral 
purchasers, **No, you shall not have these goods?" 
Surely the agent, who in some cases might be acting 
in perfectly good faith would have good grounds for 
legal remedy, and our judges would be kept pretty 
hard at it assessing damages. 

Would Like to See Boycott. 

That we should all like to see such a boycott is 
certain, but it appears to be straining after the un- 
attainable. We may be in a position to hamper her 
and retard her very greatly by united action in the 
prevention of direct trading, but it is inconceivable 
that an absolute boycott, desirable as we might con- 
sider it, could ever be brought about, 

A busy trader alwavs has the idea of converting his 
purchases into a profit, and a neutral buyer would be 
justly entitled to turn his goods over to the highest 
bidder, irrespective of nationality. A neutral might 
buy cotton for instance, with the idea of manufactur- 
ing, but on being oflFered a price, which would yield 
him as much profit as if he manufactured, without 
all the attendant labor and expense, would be con- 
sidered foolish and even quixotic to turn down so ad- 
vantageous an offer. Even assuming the neutral under- 
took not to sell to a German, he might readily pass 
it on to a second neutral, the second to a third and 
so on, until finally the product would come into Ger- 
man ownership, for all of which Germany has care- 
fully prepared beforehand. True she may in some in- 
stances have to pay greatly enhanced prices, but this 
she will be prepared to do freely, for she finds the 
products absolutely necessary to her; by degrees the 
tensity of the situation will wear off and with newer 
generations springing up become almost normal. 
While the prices may be too high for her to turn 
the raw materials into manufactured goods for export. 

her home requirements for a very long period will 
be so grreat, that she will only supply her home de- 
mands, until normal prices once more come round. 

Will Keep Factories Going Full Speed 

Meanwhile her factories will be kept going to full 
capacity for her own home trade, and that of the 
Central Powers generally, and for export trade she 
will depend on those goods — chiefly hardware, metals 
and the like — ^in which her own supplies of the neces- 
sary raw materials are practically unlimited. In these 
goods she will specialize and try to force herself once 
more to the front, and will as before be materially 
assisted by her low rate of wages and her large 
steamship subsidies, which may in all probability be 
still further increased. 

With a victorious peace for the Allies, must come 
a radical change of Government in Germany, and with 
the removal of the Hohenzcllerns a more liberal and 
popular administration must eventually follow. This in 
itself would pave the way for a better understanding and 
the British sense of f airplay would be worked on to the 
utmost by the new order in Germany. Mr. Gerard 
in his book "Face to Face with Kaiserism," very aptly 
illustrates what may happen after peace is formally de- 
clared. He says ; 

"Imagine after this war in some distant island, per- 
haps, a Frenchman^ an Englishman, an American, a 
Portuguese, an Italian, all steated at the dining table 
of a little hotel. A German comes in and seeks to 
join them. Will he be treated on an equality? Will 
he be taken into their society? Or will he be treated 
as a leper and a pariah? 

"The German will wish to be in a position to say: 
'Why, fi[entlemen, I was against all these cruelties. I 
was against the sinking cf the Lusitania and the murder 
of its women and children. I was against the starving 
of Poland and the slaughter of the Armenians and the 
crucifixion of prisoners, and we Germans have thrown 
out the government that was responsible for these 

"Stronger than any other consideration will be the 
desire of the German to repudiate these acts which 
have made the Germany of today a Cain among the 
nations — an outcast branded with the mark of shame." 

The Average American 

The American as a rule is wholly incapable of under- 
standing the idiosyncracies of those who come to make 
their home with him. That they are different, that they 
think differently, have different standards of values, he 
is keen enough to see ; but for the most part he looks upon 
these racial characteristics as aberrations that will pass 
out of existence when the newcomer goes through that 
process which he calls Americanization. On the newcom- 
er's ability to lay aside his old preferences or prejudices 
depends the quality of his citizenship. That these prej- 
udices or preferences have reason for existence the av- 
erage American does not suspect; to him they are simply 
evidences of gueemess, greenness or backwardness. This 
attitude functions very successfully in the United States, 
which naturally has no racial customs, but merely na- 
tional habits — ^habits bred out of some necessity, some ex- 
perience and some composite bent derived from the various 
races that enter into that mysterious non-existent indi- 
vidual called "the average American." But when the Am- 
erican goes abroad and encounters racial characteristics 
and customs en bloc instead of in the isolated individual 
who has been transported from his native land, the Am- 
erican simply shakes his head in wonderment and inward- 
ly takes the Lord to task for creating people so wayward 
and unenlightened. Confidently he looks into the future 
when all this will be changed; all he wants is a sufficient 
number of Americans like himself to form a solid fighting 
phalanx to charge through these worn out old customs and 
usages which hinder trade and the development of the coun- 
try that he happens to have in mind for reformation. 

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Missionaries in Heathen Lands 
It is not for nothing that there are so many foreign 
missionaries from America in the backward heathen lands, 
and if the truth were only known it would be admitted 
that perhaps more American business men have worn the 
crown of martyrdom trying to bring heathen business men 
to his creed of business than missionaries who have suf- 
fered in the cause of Christianity. All up and down the 
hot countries, around the tropical belt of the world, where- 
ever there are polyglot gatherings of traders they tell with 
smiles of some Yankee who broke his health and perhaps 
his firm trying to make the natives do business in the Am- 
erican way. The fact that it cannot be done doesn't seem 
to daunt a certain type of American foreign trader. That 
several generations of his predecessors have tried and 
failed is not sufficient to discourage him. He tries, fails, 
and eventually settles down to do in Rome as the Romans 

The American being a one-language individual seldom 
knows what the foreigner thinks about him, except such 
laudations as a foreign opera singer may utter to the New 
York reporters to pave the way for a successful tour of 
the country. Or perhaps Lord Soandso or Count Thisand- 
that may, when asked point blank, admit that he has always 
admired America and Americans and hopes to know them 
better — especially the feminine Americans, of whose 
charms he has etc., etc. All very complimentary and per- 
haps even polite, but not in the least informative. Pleas- 
ant at conversational flattery but without profit. 

Worthwhile Observations 

Occasionally a writer with wit and brains makes some 
observations about Americans that are worth considera- 
tion by Americans. This is all too rare, as the role of 
guest is hardly the proper one for the critic One who 
has treated Americans kindly yet frankly is Maria Morav- 
sky, whose recent article in the Atlantic Monthly, "The 
Greenhorn in America," discloses as many of the Russian 
as it does the American characteristics. Russian charac- 
teristics are to become more and more important to Am- 
ericans and especially to those who live on the Pacific 
littoral. The star of empire seems to be shining over Si- 
beria just now and the Siberian and American must come 
to some understanding as to their methods of doing busi- 
ness. All this gives point to Miss Moravsky's pleasant twit- 
terings of Americans. She finds as her chief disagreement 
with us, half humorously, it is true, but still half seriously, 
that Americans are too punctual; that 9:30 a. m. means 
just that, not 9:45 or 10 a. m. Americans are, as many 
many others have told them, too much in a hurry. They 
know how to do business, but they do not know how to 
live; they are remarkable for quantity of production but 
unskilful in the matter of putting a soul into their work. 

What Russians Think of Us 

In a general way all this will have to be admitted, with 
some reservations and with plenty of retaliatory ac- 
cusations, etc., etc. It is most important for the American 
business man to know what the Russian business man 
thinks of him and his methods, for the psychology of busi- 
ness is coming to be recognized more and more as in- 
telligent experience finds its way into circulation. Your 
ordinary and even extraordinary political economist would 
never think of noting in his laws of trade that a great 
deal of trade is gained or lost by reason of wholly ir- 
rational preferences or prejudices. Perhaps on the whole, 
over a long period and a world area it may be set down 
as an economic truth that a man will buy in the cheapest 
market, but for the individual seller it is more important 
to know that certain people have what may be silly un- 
economic ideas and that these ideas must be consulted, 
humored and satisfied if trade is to be profitably carried on. 
There is much therefore for the American to learn about 
the ways of dwellers in other and distant lands, but there 
is likewise much for those distant ones to learn about the 
American and his ways. Even critics so kindly as Miss 
Moravsky, while commenting on the American trait of 
hurrying, and attributing to it the success the country has 
achieved, do so in a manner which makes clear diat on the 

whole they look upon it as unfortunate and consider their 
own leisurely methods more desirable. There is here, it 
will be seen, a confusion between business and sociology. 
American business methods are judged according to so- 
ciological standards, overlooking the fact that the American 
in business relations is one man and in his social hours 
another. He works when he prefers and plays when he 
plays, and if he works too hard it is because work eventu- 
ally gets to be a sort of play with him. 

Punctuality Has Made America 

It is precisely this punctuality, this getting to the of- 
fice on time, keeping all engagements on time, doing it 
now, that has made America. Russians, like Miss Moravslqr 
for the most part believe that the United States has grown 
to be a tremendously powerful and wondrously rich na- 
tion because of its democratic government. This is a 
confusion of cause and eflfect. The American people have 
made their government; the government hasn't made the 
people, and this entirely fortunate circumstance it is 
that makes it possible in this emergency for the United 
States to have billions of dollars to loan to those other 
nations who looked with good-humored patience on Am- 
erican aggressive industry in years gone by. The Ameri- 
can is not a contemplative soul, neither is he lazy. In fact, 
the American soul is entirely unconscious of its own exist- 
ence, and wastes very little time in looking into itself or 
tr3nng to understand itself; if it has a big job to do it gets 
to work early and works until late, patiently and method- 
ically. Perhaps this soul ends its career with indigestion 
or suffers a nervous breakdown at an early age, but it has 
had something of material value to show for its efforts, 
even if the spiritual content may be small. America does 
not produce wonderful dancers, like Russia; they are lack- 
ing in music, literature, all the arts if you will, but the 
world today is not clamoring for pictures, poems or 
masterpieces of genius but for plows, shoes and something 
to eat. America runs more to cost systems and factory 
management and as a result has the necessary plows and 
shoes. Her farm tractors are not beautiful but they are 
cheap of operation, low in upkeep costs and are designed 
with such mechanical simplicity that any person of ordi- 
nary intelligence can work with them. 

Statistics Necessary Factor 

Any attempt to discuss American farm tractors in a 
literary way would be blocked at the outset by the neces- 
sity of dealing with statistics; no novelist would think of 
puttinpr his hero on a farm tractor, no poet would think 
of writing a sonnet about one of them, and a painter would 
have cold chills were any one to suggest that he utilize 
a few cents* worth of colors and a few days of his time 
in painting one of them. Yet in their 'homely, efficient way 
they are feeding some millions of people who have an ear 
for music and an eye for color, which for the most part 
are denied to the American farmer. 

American railroads are rather hideous things. The 
locomotives have a certain beauty of efficiency, that qual- 
ity of strength that Pennell can put on paper, but it must 
be confessed that this is a matter of accident rather than 
the design of the builders. What could be more hideous 
than American trolley poles? How different they are 
from those in European cities, where the decorative qual- 
ity of every article of public utility is considered. But it 
must be admitted that they help transport many millions of 
men and women every day with more or less success, even 
if discomfort for the most part exceeds comfort. 

Usefulness of the American 

For the sake of the world at large it is perhaps no mis- 
fortune that the American is a utilitarian first, last and 
all' the time, and that it is not until he has reached the limit 
of usefulness that he sets about to make its works beauti- 
ful. Otherwise there might be considerably less for the 
world today . 

While critics of America may lament the harsh, un- 
compromising code to which the American business man 
holds himself; while they may deride his time clock, mar- 
vel at his gustatory haste at the luncheon hour, and hold 

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up their hands in horror at his endless preoccupation over 
his business, they will, if they are fair, admit that it is the 
system that brings about results. Says Miss Moravsky: 

"I notice to my great surprise that not laborers only, but 
even professionals, must do their work scrupulously on 
time and hurry, hurry, always hurry." 

The doing of work "scrupulously on time and hurry, 
hurry, hurry," is what turned America over night into the 
world's greatest shipbuilding nation. 

Not Ways of Foolishness 

It is just as well to give the American due credit for 
his achievements and to point out to those who are going 
to do business with him that his ways are not entirely the 
ways of foolishness; that if he is abrupt, hasty, and a bit 
intolerant of the ways of others, that his system is not 
wholly bad, and that for Russia perhaps it would be even 
of more value to adopt it than to rid itself of a czar and a 
bureaucracy. It was the defects of Russian character, 
the incapacity of the Russian for sustained, methodical, 
unbeautiful effort that made czardom and its attendant 
evils possible. Americans might submit to the autocracy 
of a czar but he would need to be an efficient czar who 
came to work on time. 

On the other hand, it will be well for the American 
business man dealing with the Russian to make up his 
mind that the Russian's theories of life are not the whims 
of a moment, but the product of long centuries of develop- 
ment, and consequently whether or not they are fitted for 
this particular age, they altered to order. The 
Russian will probably continue drinking his weak tea dur- 
ing office hours and making his business relations, out- 
wardly at least to partake of some of the appearance of a 
social visit. All this may be irritating to the American 
who is anxious to close up "his deal and get the next train 
for Omsk," but he will have to submit to it with whatever 

grace he has at his command. The Russian is partly 
>riental and the American hopelessly Occidental. In the 
old days this was a matter of but occasional interest, for 
each went his own way without much concern for the 

?:oing of the other. Henceforth, however, it will be dif- 
erent The East and the West will have to meet in the 
market place and do business with each other. Of ne- 
cessity this must result in a compromise. It will not 
be like the old days of trade when the buyer had many 
sellers to pit one against the other. The American for 
some time to come, whatever his ability or the quality of 
his wares, will be the seller, and the buyer will not be in a 
position to be an exacting chooser. The West may think 
that the East is slow and lazy; the East may consider 
the West abrupt and impolite, but they will have to 
come to an understanding with each other; and to an ap- 
preciation of the fact that every man has a right to his 
theory of life and his system of doing business and is not 
called upon to make any more alterations than he may 
find it necessary in order to expedite the matters he has 
in hand. 

Importance of Raw Material 

Real factors in foreign trade building are not merely 
exuberances of spirit over prospects of orders and en- 
thusiasm in filling them. Nor is sustained effort all that 
is required; these are truly important, but they are su- 
perficial; no deeper than the cuticle. The real basic fac- 
tors are more deeply embedded. They become the bone 
and sinew of the growth whose taproots extend into 

But what are the real factors in trade building? Suc- 
cinctly stated: raw materials, power, labor and capital. 
Purposely misquoting the rich young man of Biblical 
fame: "All these we have." Yes, we have them, and 
in abundance for the time being, but not inexhaustible, 
especially as to new materials and labor, two of the most 
important factors. 

The first can be supplied and in unlimited quantities, not 
alone from our domains, but through importation from 
abroad. The necessity for raw materials in foreign trade 

building over the other four factors mentioned is beyond 
all question paramount. This class of material is not 
only a prerequisite in the manufacture of articles for ex- 
port, but the physical construction of the world is such 
that natural products to whatever kingdom (animal, veg- 
etable, or mineral) they belong, must in many cases be 
transported or their use be dispensed with by many ag- 
gregations of peoples. This, therefore, injects transporta- 
tion as a vital element into consideration, affording a* me- 
dium through which return cargo is supplied. 

Imports of Highest Importance 
Imports, therefore, especially if they are of the raw ma- 
terial variety, are of the highest importance to the foreign 
trade of the United States. It is desirable to export our 
manufactured goods; and the more highly manufactured, 
the more desirable the export operation, but this is a 
secondary desideratum when compared with the first 

Eventually, however abundant, our raw materials (in 
many lines at least) will be depleted and must be replen- 
ished from elsewhere. Again, notwithstanding we have 
vast areas and diversified climates, there are some classes 
of raw materials • indispensable to the export trade and 
to industries that must be obtained from abroad. It is 
of utmost import, therefore, that we get these from the 
sources of greatest supply, where, generally, they can be 
secured at the most favorable figures. In the getting of 
them, we can often give in exchange our highly manu- 
factured commodities. In the operation, too, we furnish 
a return cargo for the transportation medium that con- 
veys the export article to its destination, thereby serving 
a very important economic factor for reducing freight 
rates ; for a voyage of x-miles plus a return equals 2x-miles, 
and if one-half of that distance is without cargo, there is 
an economic loss to some one. 

While our exporters in 1915 were sending abroad mer- 
chandise to the value of nearly three billion dollars, over- 
seas traders were equally as alert in bringing in some 
billion and a half dollars* worth of imports. Practically 
the same ratio has been maintained for several years, 
something like two to one in favor of exports, so far as 
values are concerned. 

Practice Highly Satisfactory 

This practice should be considered highly satisfactory 
to American business men, since it retains the balance of 
trade largely in our favor and at the same time tends to 
equalize the outgoing and incominp: tonnage. This is ap- 
parent from the fact that outgomg tonnage, consisting 
largely of manufactured articles, is less bulky and worth 
more than incoming cargoes of raw materials. So long 
as a nation can maintain such a division of its imports 
and exports as to value and character, conditioned as above, 
it can justly congratulate itself on its foreign trade. 

But it has not been so long in the history of tiie foreign 
trade of the United States that these happy conditions 
prevailed here. Heretofore, we exported entirely too much 
raw material and semi-manufactured goods. 

The importer correctly divides the articles he handles 
into two broad classes — staples and specialties. The United 
States has likewise heretofore exported too. much and im- 
ported too little of the first class. Staples are further 
subdivided into (1) Crude products, such as rubber, tin, 
lead, zinc, flax, dyes, etc.— products which, per se, cannot 
divert directly to the ultimate consumer, but must undergo 
further manufacture; (2) semi-staples such as the various 
fabrics of linen, cotton, the plain silks, and like articles. 

The trade of that country whose imports of the first 
class predominate over the second class, except in those 
articles where the climatic and other natural conditions 
render home production impracticable, is not to be con- 
sidered highly satisfactory so far as the foreign transac- 
tions are concerned. 

Commodities From Elsewhere 
But there are certain commodities we cannot at present 
produce, at least in sufficient quantities, and must have 
from elsewhere. They are : Crude rubber, tin, antimony, 
silk, coffee, tea, copra, many of the dyes ; and others could 
be mentioned. There are many articles of which we have 

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a minimum supply, but which might be produced at home 
in adequate quantities by the effective use of brains, labor 
and capital at a cost reasonable enough to discourage 
their importation in large quantities, such as rice, lead, 
zinc, flax, sugar, chemicals, and many of the fibers and 
crude metals. Yet, the importation of these, latter are 
not unimportant in the sustentation of a large foreign 

The importance of import trade to this country is not 
measured alone, nor should it be measured thus, by profits 
accruing from the resale of foreign products brought here. 
The billions of dollars' worth of commodities that have 
been coming annually into the United States for the past 
ten years have furnished enormous additional profits in 
the nature of railroad earnings on traffic from the receiv- 
ing port to the ultimate consumer, and of yearly balances 
of harbor, transportation and terminal companies. The 
profits of exchange dealers through whom financing of 
purchases have been negotiated have not been insignifi- 

Other Sources of Profits 

Referring to the other possible sources of profits not 
to be ignored, a certain prominent broker and attorney for 
one of the large importing houses of New York City said 
not long ago, and which is, pertinent to what has preceded, 
that seven thousand employees are kept constantly at 
work administering tariff laws and collecting duties that 
are imposed through the Customs Department of the 
United States, as a result of the import trade. Quoting him 
verbatim, he further stated: "As a source of income to 
the federal government, as a source of supply for the 
thousands of industries that rely upon foreign products 
for part of their manufacturing processes, as a means of 
livelihood for the large body of importers, customs brok- 
ers, harbor and terminal organizations, and the handlers 
of incoming traffic, as well as for the men who take 
care of the international financial operations that these 
imports entail, this half of our foreign commerce deserves 
thorough study and careful attention. 

Perhaps of greatest importance, however, is the pos- 
sible opportunity of importing the raw materials for manu- 
facture and eventually exportation. This suggests the 
"free port" idea, a subject in itself, of no inconsequential 
magnitude. However, by operating under the present ex- 
isting laws, and by means of drawbacks, the same results 
can be accomplished through importing the raw mate- 
rial, manufacturing under stipulated regulations, and ex- 
porting the finished product, thus encouraging and suc- 
coring direct steamship lines between two given ports, by 
supplying them with cargo each way. Other benefits 
accruing would be the employment of labor in the manu- 
facture of these products and preserving some of the rapid- 
ly vanishing supplies of certain raw material needed in 
home consumption. 

Advertising and Salesmanship 

No two authorities are exactly of the same mind as to 
the uniquely proper way to advertise effectively for for- 
eign sales. All are agreed that personal representation has 
first place among numerous methods of foreign trade 

Looking at the hydra-headed subject from the broad 
view point of the business man who lays out his foreign 
trade policy for a future development on a large scale 
and with the intention that it grow gradually year by 
year for a quarter of a century — and this truly is the 
proper fashion to lay out an export policy — there is ar- 
gument favoring all, not by any means unequal in their 
importance. In other words, there is no preponderance 
of argument in favor of one to the exclusion of the 
other. That the many combined, in the majority of cases 
would obtain better results, is not sufficient argument 
against a just balancing of their comparative merits.. 
Measured from the point of view of aggregate orders 
obtained by the export concerns of the United States, 
those secured through sources, other than personal rep- 
resentation abroad, unquestionably exceed in volume. 

Publicity Important 

That it is all important to attract the attention of the 
prospective customer is too obvious to admit of serious 
discussion. This is accomplished by means of publicity, 
and there are fewer fishes of all kinds and species spread 
out over the seven seas than there are varieties of pub- 
licity. How exasperatingly general the above proposition! 
Yet specifically stated, it is equally true. For the epitome 
of publicity — ^the export trade journal — were it a sentient 
creature, could not do less than admit the relative import- 
ance of other mediums, such as house organs, dail^ papers, 
technical periodicals, secular publications, home literature, 
and numerous others, to say nothing of catalogues, pos- 
ters, hand bills, stamps, sticking designs and devices, 
letterheads and little novelties, moving pictures, and other 
illustrations allusively arranged to attract ocularly the at- 
tention. These are a few of the many mediums of pub- 
licity. Advertising is one of its species and is as es- 
sential to foreign trade development as the raw materials 
are to the manufacturer of articles for that trade. 

It must not be inferred, however, that the personal ele- 
ment is not of paramount importance as a factor, for if 
exporters of the United States are to succeed as com- 
petitors with European and Japanese merchants abroad, 
the personal element must be extended in their dealings 
with foreign markets the world around. It is not only 
the surest means of trade development, but its great su- 
periority over every other means is unquestioned by those 
who know foreign trade in all its ramifications. Nev- 
ertheless it is a physical impossibility for the factory 
salesman, or the representative of the export commission 
house, or merchant to visit every possible foreign market, 
nor can he even visit all the most important markets that 
should be exploited. 

Again, even if the salesman is employed there still re- 
mains and always will remain, the absolute necessity for 
advertising as an adjunct in foreign countries. 

Of the three "words'* in foreign trade promotion — 
written or correspondence, printed or advertising, spoken 
or salesmanship or salesmanship abroad — the later should 
be classed first as a fructifier of results. While the variety 
of publicity is indisputably important to arrest attention, 
and the personal representation is a major requisite to 
trade getting, still advertising when appropriately ar- 
ranged and judiciously distributed is essential to edu- 
cate the public for a definite purpose. Besides being one 
of the modes of publicity, it is an able adjunct to all other 
modes that cannot be omitted without affecting adversely 
final results. While only a form of publicity, it con- 
sists of many kinds. There is advertising with a first 
object of increasing foreign connections, of establishing 
agencies, dealers and distributors, and even reaching to 
the ultimate consumer. Then, too, there is advertising 
designed primarily to attract attention purely along the 
lines of general publicity. Of local advertising in foreign 
markets to effectively increase local trade of agents, deal- 
ers and distributors whole volumes could be written, al- 
though this sort of advertising is more desirable in 
stimulating sales of small wares, novelties, etc., than other- 
wise. It should not be supposed, as not infrequently it 
is by the inexperienced in foreign trade, that the newspaper, 
trade journal and magazine announcements constitute for- 
eign advertising in toto. On the contrary, this manner of 
advising the foreign public of your wants and stimulating 
a desire for mutual co-operation, comprehends all propa- 
ganda work, such as catalogues, booklets, leaflets used as 
envelope stuffers, and as one writer well known in foreign 
trade circles says: "A service department, including deal- 
er's helps and hints and assistance to operators in general 
— the maintaining of a genuine enthusiasm on the part of 
buyers and users." 

Salesmen's Success 

Success of the salesman abroad is dependent, not so 
much upon his knowledge of the language and customs of 
the countries he exploits, though these are not by any 
manner of means inconsequential, but rather upon a thor- 
ough, a painstaking knowledge of the goods he repre- 
sents. How they are manufactured, how they are classed. 

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how they are packed and priced for foreign markets are es- 
sential features of which he should have an expert know- 
ledge. Secondarily, but of little less importance for his 
complete success, is a hearty co-operation and intimate 
relationship with the export manager of the house he rep- 
resents. And here is where the advertising manager 
shines forth to the best advantage should the house he rep- 
resents have for its object the conquest of foreign mar- 
kets. That the advertising manager should heartily co- 
operate with the export manager in the development of 
business through correspondence, and in the loyal sup- 
port of his salesman abroad goes without saying. Be- 
sides being a good salesman in the art of selling, as exem- 
plified by his personally meeting the customers, the sales- 
man should unquestionably know how to effectively talk 
on paper. In this connection the advertising manager 
is of incalculable value to the representative abroad if 
he is able easily to develop propaganda work through cor- 

A feeling of mutual interest between the manufac- 
turer and his foreign customer must be engendered some 
way, for men of whatever nationality, all else being equal, 
prefer to buy from people they know and continue with 
them for long periods. And while no manufacturer or 
exporter, however many representatives he maintains 
abroad, can be acquainted with all of his trade personally, 
he may, nevertheless, approximate such a personal ac- 
quaintance through mediums of correspondence and 
advertising, whether in promotion of foreign trade, or 
in protecting it after once having been secured. 

One authority has summarized the subject, though stac- 
cato, yet how wisely you may be your own judge. He 
said : "Know your customers in person whenever you can. 
When you cannot, know them on paper. Salesmanship on 
paper is the greatest single element in any export trade 
promotion. Enthusiasm on the part of your customers 
can be created only by the enthusiasm that you take pains 
to instill. A thorough study of the foreign problems is the 
only road that will lead to a successful foreign trade." 

The various phases incident to securing orders abroad 
have thus been generalized, then summarized, and it now 
remains to amplify. 

Determining a Policy 

A merchant, we will say, decides to enter a foreign 
field. He first determines his policy, including various 
lines of goods, countries to be exploited, sums to be ap- 
propriated to propaganda work, etc. He himself, or some 
member of the concern, then visits the proposed field of 
operation abroad. While on the ground he may estab- 
lish agencies, or form connections. Most likely he will 
return without having done either. Up to now he has 
not taken an order or attempted to do so. Likely his next 
step will be to select his best salesman and properly equip 
him for the field, or fields selected. 

Arrived on the field of action this salesman, whom we 
will suppose' is in full rapport with the advertising man- 
ager and export manager of the house, will proceed to 
cover the market with the view of securing orders. He will 
be the judge of the amount of advertising, the character 
of same, and whether it will be directed to the benefit of 
the local agent or distributor, or to the ultimate consum- 
er. The determination of those points will indicate to a 
large extent the medium through which a house will be 
advised to advertise, and the character of the publication 
selected, as well as the probable amount of advertising 
necessary to properly sell the goods to a maximum sum. 
This might, by a good judge of the market exploited, 
be considered beneficial. 

Foreign Import Relations 
Agitation in the minds of business men is by no means 
limited regarding foreign import restrictions which have 
been promulgated by various foreign countries, and the 
indications are that in the same proportion as these restric- 
tions increase in number, so will increase the serious con- 
cern on the part of business men. That it is going to re- 
quire patience and the lapse of considerable time before 
commerce swings back to normal has recently begun to 
dawn upon the minds of those who have bccn in a position 

to size up the situation in its broader aspects. Congress 
will, unquestionably, have to take cognizance of the accu- 
mulating demands on exporters and the various govern- 
mental functionaries must eventually take a hand in the 
interests of American manufacturers and exporters by 
counter restrictions; otherwise the outlook for American 
business men abroad is by no means roseate. The United 
States Department of Commerce has already sensed the 
increasing need of some remedial regulations and in this 
connection business men have been advised of the restric- 
tions put into effect to date by the leading European coun- 
tries. The action is probably more to put them on guard in 
their future transactions than to offer any specific remedy. 
As far back as the spring of last year the British Board 
of Trade Journal announced that British prohibition on 
imports were not intended to be absolute, but to furnish 
an opportunity for "the limitation or control of shipment 
and distribution of goods according to the best interests 
of that country. The authorities gave at that time as 
reasons: the shortage of tonnage, the necessity of giving 
priority to shipments of foods, the enforcing of economy 
in expenditures for luxuries, and the importance of expe- 
diting manufacturing for war purposes which had to be 
taken into consideration in establishing this control and 
subsequently disclaimed any intention of an absolute ex- 
clusion, embodied in a statemeat that the imports of goods 
under license might even show an increase over normal 
imports when the goods were of an essential character. 
This was strictly a war measure and perfectly jutifiable at 
that time. But how does this line of reasoning square with 
what follows of recent date? 

British Withdrawal of Prohibition 
As late as January 28th of the present year, there was 
announced by the Journal of the British Board of Trade 
the withdrawal, effective on March 1, 1919, of certain im- 
port prohibitions. Prior to that time there had been pub- 
lished a list of manufactured articles beginning with 
"aluminum powder*' and extending through the entire 
alphabet down to and including "weights and measures," 
which included not only a large number of specified com- 
modities, but comprehended many more which were in- 
cluded in general terms. However, the order was abro- 
gated and in the abrogation of this date at which general 
license would be permitted, thus placing the articles re- 
ferred to upon a strict import prohibition, a rule was pro- 
mulgated extending the general license to a number of raw 
materials, such as - fruits, nuts, oils and gum-produdng 
commodities, skins and hides, sugar cane, timber dunnage 
used as temporary ship-fittings, unmanufactured and manu- 
factured tobacco, wood-flour, etc. 

In contrast to this, however, the Ministerial decree of 
January 20th, published by the French Government partially 
removes French import prohibitions. The list is long and 
comprehends a number of commodities. The most im- 
portant classes of articles, however, for which import 
licenses are still required, include textile material and 
manufactures thereof, paper and paper manufactures other 
than newspaper and periodical publications, boots and 
shoes, metals, metal manufactures and machinery (with 
certain exceptions) furniture, vehicles, and smaU wares 
and instruments. With these restrictions set forth in de- 
tail under the above-mentioned decree, a statement follows 
that the control of many other classes of articles has been 
relaxed and exporters should assure themselves that goods 
are no longer on the prohibited list before making ship- 
ment without French import licenses. 

In Belgium a royal decree, dated November 18, 1918, 
published in The Moniteur Beige, provides that tiie export 
of goods of all kinds by land or sea would be effected only 
by licenses issued by or under the authority of the Minister 
of Economic Affairs. The decree was "water-tight" and 
so thoroughly to the point as to provide for the institution 
of a committee on exportation and importation which 
would be fully empowered as to the general condition to 
which the issuance of the license should be subject, as well 
as to the class of goods which would be affected. 

Regulations Brought Up to Date 
These regulations were brought up to date in a publica- 
tion of January 9th to the effect that licenses for the ira- 

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portation of food stuffs, clothing, textiles, and tobacco 
were to be issued by the Minister of Industry, Labor and 
Rcvictualing. Licenses .for the importation of all other 
commodities to be issued by the Minister of Economic 
Affairs, with further provision that when the consignees 
were Belgians, application for import license would only 
be received after a favorable recommendation of the 
Chambers of Commerce of their respective districts. Other 
consignees should make their applications for import licenses 
to their respective Legations at Brussels, to be in turn pre- 
sented to the competent Belgian Ministry. This govern- 
ment, however, stated that import licenses were no longer 
required for certain kinds of foodstuffs, condiments, and 

Canadian restrictions on imports of date the latter part 
of last year were by Order in Council to replace the list 
of import restrictions issued June 13, 1918. It may be 
stated, however, that in the number of import prohibi- 
tions Canadian authorities have acted in co-operation with 
the United States War Trade Board and the list of prohib- 
ited imports into Canada is quite similar to that in force in 
this country. The regulations governing these import re- 
strictions are comprehended in three groups. 

Articles Only Under License 

The first group comprises articles which may be imported 
from all foreign countries only under license and covers a 
large number of commodities; while the second group 
comprises articles for which no special authority is re- 
quired, from the United States, Newfoundland, and St. 
Pierre, Miquelon, but which are subject to license from 
other countries. This group included enumerated articles 
from "acids" down to and including "zinc," and takes into 
consideration the great bulk of those commodities which 
the United States has for export, and in addition a large 
number of raw materials from tropical countries. Under 
the third group are included certain restricted imports, 
which, under the rule of the Canadian War Trade Board, 
may be admitted into Canada without license when im- 
ported from British and allied countries. These articles 
are very few in number and apply principally to blue prints 
and building plans, photographs, drawings, pictures, illus- 
trations, prints, engravings sent without charge to Canadian 
importers, and articles admitted temporarily by the Can- 
adian Customs, conditional on re-exportation, such as 
articles for exhibition purposes, tourists' outfits, etc. It is 
noted, however, that there is no prohibition against such 
articles as acorn nuts, cocoanuts, bananas, green apples, 
citrus fruits generally, shaddocks, beans and other pulse 
foods, canned vegetables generally, and certain of the 
tubers. Sunday school lesson pictures, as well as Bible 
illustrations and photographs, where the number does not 
exceed three, sent by friends and not for the purpose of 
sale, are admitted. 

The tardiness with which restrictions on exports from 
the United States have been removed has been a source of 
no little concern on the part of exporters here. But in view 
of the continued import restrictions in European countries 
there are just grounds for pessimism and demand for reme- 
dial measures. It was in European countries that the 
American had built his highest hopes of finding the prin- 
cipal markets for his manufactured goods after the war. 
Instead, however, he finds a wall of restriction in the form 
of extensions as to time for the lapse of limitation and en- 
largement as to the number of articles affected. In the 
Wattersonian style it is not so germane to the question: 
"Where are we at?" but rather, whereunto are we headed? 

A Few Hints to Beginners in the 
Export Trade 

NOTE— The foUowlnf article Is connned to hints to tMglnnera and should not 
be omfnsed with the series of articles constituting the first part oi this de- 
partment It Is confined, as its title implies, to liints to beginners, whereas 
the series referred to deals with the more important phases of the business in 
a much more complete and comprehensive manner. 

America is not in the true sense of the word a great 
exporting nation. Undoubtedly many readers will ridi- 
cule the idea and point to the gigantic customs returns 
in refutation. Nevertheless, the fact remains that at pres- 

ent we are not a great exporting nation. Undoubtedly, 
we have a few merdiant princes among us who have done 
big things on a big scale and who can rank with the lead- 
ing firms of England and Germany, but the vast majority 
of our exporters and importers are hardly out of their 
swaddling clothes. The reason is not far to seek. Here 
at home we had a vast domestic trade, and with a few 
notable exceptions, we had all we could handle success- 
fully and foreign trade was with us very greatly a side 

Our Position to Other Countries 

With Germany and England the case was very different ; 
their colonization schemes alone brought them a wealth 
of trade ; their flags were carried over all the seas of the 
universe;, their vast shipping accommodations sufficed to 
carry their goods everjnvhere, they sent their pioneers to 
every part of the globe, they spent vast sums of money 
in opening up unknown countries, they developed the re- 
sources of these countries and to a greater or less extent 
educated the natives toward civilized requirements. They 
sent missionaries and emissaries who dwelt among the 
peoples of the far-distant lands who learned their cus- 
toms, their mannerisms, habits and requirements. They 
profited by these methods, and generation after genera- 
tion saw enormous advances made in their commercial 
activities throughout the world. They catered for for- 
eign trade in the fullest sense of the word and particu- 
larly in the case of Germany made it the first object, 
domestic trade being with this country a secondary con- 
sideration. It was a compulsory measure for their very 
existence as great nations. 

We fortunately, or unfortunately, as the case may be, 
and our future operations can alone show which is the 
correct method of looking at the question, were not placed 
in their position. We were self-contained and could pro- 
duce and consume practically all our manufactured prod- 
ucts and required only to seek a few of the raw materials 
of foreign lands. There were, of course, many notable 
exceptions; but, speaking broadly, we were a "home na- 

Spasmodically, and in a more or less haphazard way we 
did export, but we usually did this when home trade was 
bad, and then we sought foreign markets in a perfunctory 
way as a dumping ground for our over-proauction. In 
some cases we were successful, but when trade again 
picked up at home our interests in foreign countries greatly 
relaxed, in many cases orders were not filled and often 
no consideration whatever was given to repeats, so much 
so that frequently no acknowledgment whatever was sent 
or explanation given why foreign orders were not exe- 
cuted. Such methods could not result in or hope for any 
permanence of export trade, and very naturally many who 
would have been good customers were inclined to look 
askance at us while many more who could have been in- 
duced to be good customers and who were carefully watch- 
ing us were never persuaded to even give us a trial 

That this should be the case was only natural since 
our great competitors were always on the alert and could 
readily point out how far superior was their service, even 
assuming the quality of the goods to be the same. Service 
always counts. 

Programmes Carried Out Thoroughly 

We must not forget that other countries when entering 
the foreign fields carried out their programmes very thor- 
oughly. One of their first and most effective methods was 
to establish reliable banking connections, either by branches 
of powerful institutions at home or by interesting the 
natives of the various countries and financially supporting 
local institutions. In many cases they secured concessions 
for railways, mining, plantations and manufacturing, and 
thus while investing large sums reaped the benefits of the 
trade resulting therefrom. They ran regular mail services 
to all these distant lands and encouraged trade in every 
possible way. 

As against all this, where do we come in as an exporter? 
Until recently we have not had a fleet worth the name, 
we have done practically no pioneering work, we have 
invested but little in foreign industries, we have secured 

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practically no concessions, in fact we have not "thrown 
the spar to catch the mackerel." Therefore as an export- 
ing country in the real meaning of the word we are of very 
small caliber. 

True, on paper we have through the medium of the 
world's conflict become the greatest exporting nation in 
the world, but it is only on paper. We count the profits, 
they are gigantic, but they are not earned by the sweat of 
our brows as has been the case with our competitors. They 
have literally been forced upon us, we did not seek them. 
Now we have tasted blood and we have gone crazy to get 
into the exporting game. That is the whole situation. We 
want to get in. Paradoxical as it may seem, while our 
figures clearly prove that we are the greatest exporters 
in the world, yet we are not yet a great exporting na- 

Since the war commenced tens of thousands of export 
houses have sprung up, with practically no knowledge, 
or at best, only a very limited knowledge of foreign re- 
quirements. They saw vast possibilities ahead and figured 
on the success achieved by the small number of old estab- 
lished concerns. They thought they would be equally suc- 
cessful. Some entered the field without knowledge or 
capital. Their end was inevitable and they were not 
widely mourned. Some few made partial successes and 
very few succeeded as they anticipated. An estimate was 
published recently, showing that of all the new export com- 
panies starting during the past four years less than 5 per 
cent are still in existence. The fact is patent that they 
"rushed in where angels fear to tread." 

To establish a successful export business, the very first 
essential is patience. To expect immediate results is 
imbecile and unless one is willing to plan a thorough cam- 
paign of preparation down to the most minute details he 
had better test his patience in other lines. There is no har- 
vest ever reaped without a seeding time beforehand. 

Commencing to Realize Possibilities 

Apparently now we are commencing to realize the situa- 
tion and the vast possibilities opened up to us, but we have 
very much to learn before we can rank as leaders in the 
foreign trade. Realizing the vast possibilities of the busi- 
ness the Government is establishing classes of instruction 
conducted by competent and practical men which are being 
very largely attended by earnest students. This is un- 
doubtedly a move in the right direction and is but tardily 
following out methods adopted by Germany generations 
ago. This is preparatory work of a practical nature which 
portends for future success. Another great factor in our 
favor is the enormous fleet, our heritage of war, while 
originally constructed for emergency reasons, now bids 
fair to place us in the front rank of owners and car- 
riers, and will render us independent of foreign tonnage. 
This once dark blot upon our escutcheon in the dajrs of 
yore has at last been wiped away. Another matter of vital 
importance toward the proper conduct of foreign trade is 
the establishment of proper banking facilities in the coun- 
tries we desire to trade with. Until recently our own 
banks with branches in foreign countries were almost non- 
existent and we were almost entirely dependent upon for- 
eign institutions. This made business difiicult, expensive 
and terdy of accomplishment. However, some of our pro- 
gressive institutions have sized up the situation and have 
already thrown out their lines for direct trade, either 
through the establishment of branches or by forming sub- 
sidiary institutions. In this important matter we have very 
much yet to learn, especially from England, who, by re- 
cent amalgamation has now formed some half-dozen of 
the strongest institutions in the world, prepared to hmndle 
business of any conceivable magnitude in every part of 
the world where business is to be done. In this respect 
she is prepared to adopt most aggressive methods, and 
our own bankers might undoubtedly profit from the study. 
Germany is also reported to be actmg on similar lines, but 
her troubles are so great and her resources so crippled 
that she is unlikely to become a very dominant or promi- 
nent factor in the world's foreign trade for a considerable 
period of time, and we can largely account for the foreign 
trade she once handled. Moreover, at the moment of 
writing, her ultimate fate is largely a matter of con- 

jecture, and no definite opinion as to her future can be 
formed until the Peace Conference has decided exactly 
how to deal with her. In certain places abroad our own 
banking facilities were handled by merchant firms, them- 
selves in the import and export business. This naturally, 
while greatly to their own advantage, was directly against 
the interest of the merchants operating on similar luies in 
the same territory who did not touch banking. The recent 
rapid turn in the wheel of life may probably be the death 
knell of private banking concerns and the establishment 
of international institutions. 

Amalgamation and Consolidation 

In the same way the enormous expansion of trade 
throughout the entire universe makes for amalgamation 
and consolidation of all kinds. Very much of the future 
trade will be of such a gigantic nature as to preclude indi- 
vidual dealing, and it is for that very reason— foreseeing the 
difiiculties that must arise— that France has formed pur- 
chasing associations to deal with combinations capable of 
handling the business on a sufficiently comprehensive scale. 
So will this call for extraordinary banking facilities, for 
these as previously constituted, would be entirely inca- 
pable of dealing with projects of such magnitude. This 
was one of the many reasons which induced f arseeing 
British financiers to adopt the huge amalgamation schemes 
referred to. At a recent banquet in New York Mayor 
Florello H. la Guardia said : 

"There can be no stable trade until we Americans see 
the need of local banks in every land we trade in. 

"Credits must be handled according to the laws and 
customs of each land. Long credit must be provided for." 

At the convention, recently held in New York, of the 
American Export Association, John F. Fowler, vice-presi- 
dent of W. R. Grace & Co., describing the export merchant, 
says : 

"Now, not only in this country, but also in other coun- 
tries, the export merchant embraces various capacities, for 
he may either: 

(a) Purchase outright, for his own account 

(b) Purchase on commission, for his principals abroad. 

(c) Serve in special lines, under factory arrangements, 
without extra charge to a customer abroad ; or 

W ^" ^^s duties of general service, he may operate in 
whichever form, according to particular circum- 
This is an excellent definition and worthy of the con- 
sideration of all beginners who are not versed in the 
true functions of the exporter but who are apt to look 
upon the export field as a get-rich-quick paradise. 

Fundamental Starting Point 
Having these premises as a fundamental starting point. 
It rests with the operator to decide on his future plan of 
campaign and select one or more of the above methods 
as his modus operandi. His next move naturally is to 
select the market which appeals to him most or for which 
he considers he is most adapted. The amount of capital he 
IS prepared to invest must be a great influence in the selec- 
tion also, as some countries operate almost entirely on a 
cash basis, while in others long credits are. practically indis- 

A knowledge of the language of the selected country, 
while m some cases not absolutely essential, is always a 
very valuable asset. This is particularly the case in Rus- 
sia and Latin-America. It was largely through this studv 
of languages that Germany got so far ahead of most of 
her competitors. Nearly all her travelers, who practically 
served an apprenticeship before embarking on foreign 
trade m foreign countries, could speak three or four lan- 
guages besides their native tongue, and frequently also the 
dialect of various tribes in the different countries they 
traded with. '' 

Then, there are some would-be exporters who, with but 
the veriest smattbring of foreign trade, think all they have 
to do IS to open an office, advertise in foreign publications 
lire a stenographer or two, mail out thousands of circii- 
ars and await results; possibly they are working other 
lines as a means of livelihood, and putting any surplus 
into their export business. For such— and there are many 
ot them— failure complete and utter must be the result 

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Export business cannot be treated as a side line. It would 
be easier for a grade school boy to pass a university ex- 
amination than to make a success of foreign trade under 
such conditions. It requires the most careful and minute 
study from every angle. 

Often Pay Premiums to Learn 

In England often very large premiums were paid by 
parents to place their sons in the offices of export mer- 
chants, where they received several years' thorough ground- 
ing in the work before they were considered in any way 
fit for positions carrying the slightest responsibility. They 
practically graduated and then were sent abroad to estab- 
lish branches or to open up fresh connections in newer 
fields. These men seldom failed to make good. They had 
the training necessary and they entered whole-heartedly 
into the business which they meant to be their life work. 
They were specialists in their own particular line. 

The would-be American exporter (and this article is 
meant for such, and in no way reflects upon our many 
fine old established merchants), must from the outset very 
clearly imderstand that he will only attain success by 
sheer hard work and application to his subject. It is not 
going to be a bed of roses or a summer day's picnic, and 
if he has any such idea in his head he had far better select 
some other walk in life before it is too late. 

A very practical plan, probably the best for a young 
man to follow, assuming that this article will be read by 
young men, young at any rate in the export game, is after 
having selected his market and made a study of the lan- 
guage of the country, to make a personal visit and to carry 
with him samples of the goods which he wishes to intro- 
duce. Before doing this he will naturally enter into ar- 
rangements with one or more manufacturers to represent 
them, and he must be assured that the firms are in a posi- 
tion to execute the orders he secures. Therefore it will be 
ncessary to deal with firms of sufficient magnitude and 
standing, and if they are willing to put up part of the 
expense incurred, he will then have some tangible guaran- 
tee that they wish to cultivate the export business. Dol- 
lars talk every time. 

At the present moment there are thousands of our manu- 
facturers only too anxious to get into the foreign markets, 
but, who having previously only done a domestic trade 
have not the slightest idea how to go about it. A union 
of the salesmen now entering the export field and the 
manufacturer should be a happy and prosperous one. 

Make Initial Trip 

A selling connection thus established it remains for the 
exporter to make his initial trip. Arrived at his destina- 
tion he does not require to unpack his samples at sunrise 
the day before he gets there. If he is fortunate enough 
to have letters of introduction it is as well to present them 
at once and spend a few days sizing up the situation, 
listening to everything pertaining to the habits and cus- 
toms of the country and, above all, adapting himself to 

He must not attempt to dominate the situation and, 
above all, he must not try to tell foreigners how much bet- 
ter they do things in America. Any superfluous gas he 
has should be let off before arrival or in the company of 
his own coimtrymen. 

He will find a little flattery not wasted — ^he is vain 
himself of his country — so why not let the other fellow 
have a little natural vanity for his own home land? To 
carry it to extremes would be like spreading butter with 
a trowel, but when judiciously applied he would make 
friends far sooner than by assuming an aggressive air of 
"swank." He has come to sell his goods and must adopt 
the methods best calculated to yield the desired results. 
By adopting this course he secures the good will of the 
desired customer, and from hints received he will natur- 
ally ascertain the most approved methods of approaching 
his prospect upon business, whether it be before breakfast 
or after dinner, whether in the office, the store, or the 
club, and if wise in his generation he will abide by the 
customs of the country and not try and force his ideas 
and hours. If he does, but little business will result. He 
may get one order— a small one to get rid of him— but 
never any repeats. His time has been utterly wasted. But 

by adapting himself to his customer's methods— no mat- 
ter if they appear irksome and obsolete — ^he will prob- 
ably make a lasting friend, transact a great volume of 
business and assuredly get much valuable information and 
introductions which will stand him in good stead farther 

Another thing he must be exceedingly careful of, and 
in this he can take a leaf out of the German's book, is 
not to try and force the goods he has to sell. It may be 
that he has persuasive selling ability and can talk a cus- 
tomer into buying what will remam on his shelves till 
eternity. Therein he makes a big mistake. By all means 
let him show his goods; they may make a hit and then 
again they may be totally unsuitable for one of many 
reasons for this particular market The customer will 
soon say what his requirements are and the suggestions 
thrown out should be promptly taken hold of by the 
aspirant for orders who will book according to specifi- 
cations. Should the goods turn out right the nucleus for 
a long and profitable business has been formed, the thin 
end of the wedge has been got in and the exporter is on 
the high road to success. Once having established a name 
as a reliable and careful correspondent it will not take 
long for your reputation to spread. Periodical visits from 
a member of the firm are always advisable to cement con- 
nections and to keep up-to-date on all matters pertaining 
to the country. This, coupled with a continuous advertise- 
ment in one or two leading trade journals circulating in 
the territory covered, will have the effect of keeping your 
name before old clients and new prospects. Be sure and 
make a good display of your cable address. If you have 
not one already go to the nearest office and register one 
immediately. Then select and advertise the code you in- 
tend to use. These may appear trivial details but they are 
important ones and often bring unexpected orders. 

Working in Single Harness 

All along it is assumed that the new exporter is working 
absolutely in single harness and has formed selling con- 
nections before leaving the United States. Of course, it 
may be that a partnership or organization is formed which 
would handle the orders as sent, and in that case they 
might act as merchants, or in one of the other capacities 
suggested by Mr. Fowler, when the ideas laid down here 
might be varied or modified to meet the case. 

But reverting to the idea that the exporter is working 
off his own hat and is ab initio his own traveler, if he 
follows out the plans outlined he will soon find himself 
the owner of a really good business, his few months' trip 
will have been the greatest education possible for him 
and he will return to his office in New York, Seattle or 
wherever it may be, with every hope of a prosperous 
future in export trade. 

Always be sure to pay most careful attention to all in- 
structions given as to packing, containers and methods of 
transportation; follow these out to the letter. Your cus- 
tomer has specific reasons for giving these minute de- 
tails which may not be known to you in a hurried visit 
Finally, execute all orders as promptly as possible, if for 
any unforeseen reason there should be any delay m ship- 
ment, write and advise the reason. Or if the order is 
"season's goods," it might be a wise policy to cable, as 
no merchant wants to carry goods over from one year 
to another, and although the profit on that individual 
transaction may be lost, the fact that you are attending to 
your client's interests still further ingratiates you in his 
favor and you can look upon the business of the future 
as yours almost by divine right. Last, but not least, alwasrs 
answer all correspondence minutely, accurately and cour- 
teously. These small attentions to details pay handsomely. 

Importance of Specializing 

When entering the foreign trade field the first essen- 
tial is an absolutely open mmd and a fixed determination 
not only to study the methods that have been the means 
of bringing success to our competitors, but to improve 
on them. This can only be done by giving intelligent 
and continual application to the subject. Success in 
foreign trade will come only to those prepared to work 
and work hard as is the case in any other walk in life. 

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The first step to success is organization, the second, 
development, and withal patience. A firm confining it- 
self to foreign trade may act in several ways. It may 
import only, export only, or combine the two opera- 
tions. An export department may be added to a domestic 
business or may be tacked on to a manufacturing con- 
cern and act practically as a safety valve. In the latter 
cases frequently importing is not included, although 
there are exceptions where large manufacturers decide 
to import the raw materials necessary for their trade. 
Specializing in Goods and Territory 
Unless possessed of great capital, which is seldom 
the case with beginners, specialize in some particular 
territory and also in certain lines of goods. Learn to 
know the countries you deal with thoroughly and your 
goods from Alpha to Omega, A traveller who can 
mtelligently discuss the commodity he is oflFering for 
sale and can trace it back through all the processes of 
manufacture to its source of origin of raw material will 
so interest his customer that he will in nine cases out 
of ten carry away the order, even against champion 
salesmen who have only sales talk rolling off their 
tongues, and who are more or less mechanical. Brains 
and intelligence will nearly always carry the day. This 
is not written in any way derogatory to high-class 
American salesmanship but with the idea of impressing 
upon salesmen the extreme value of studying their goods 
as well as their methods of selling. The dual combina- 
tion cannot fail to bring the best results. 

Another method well worthy of putting into practice 
is to carefully follow up trade opportunities which are 
published in several of the leading magazines. Always 
remember that these inquiries are received from and 
published in the interests of |^enuine traders. Do not 
think they are for idle curiosity, and do not send, as 
some firms have been known to do, for a complete list 
of all inquiries. It is obvious that this only entails 
needless trouble and waste of time for all concerned. 
No one firm can deal or attempt to deal with every 
inquiry published. In fact to write practically blindly 
is like the greedy boy who took all the cake and while 
he could not eat it all, left lots of others hungry. Rest 
assured that such a procedure stamps you as a non- 
desirable or a busybody who wants to know what every- 
body else is doing. Such methods accomplish nothing 
and do not secure the best attention of the service de- 
partment of the magazines which publish the inquiries. 
Intelligent Replies Essential 
The best advice is to carefully select just those in- 
quiries which commend themselves to you most and 
which require assistance in those articles you specialize 
or propose to specialize in. Frequently a hundred or 
more inquiries are received in reply to a single query 
run. Assume for a moment that each of the hundred 
communicated with the advertiser. It is only natural 
that he would select at most, but two or three, and 
those he did select would be from those whose replies 
dealt intelligently with the proposition. Therefore, it 
is necesarry to lay emphasis on the advice, even at 
the risk of repetition, to know your subject thoroughly; 
select the markets and goods you desire to specialize 
in and don't on any account go outside your prescribed 
limit or beyond your financial depth. By rigidly adher- 
ing to these methods success will come to you. It 
may at first be slow but it will be sure, for you will 
have founded your structure on a solid rock and not 
on shifting sand. Your business will stick and grow. 
One satisfied customer often leads to a second, a second 
to a third, until it almost reaches the endless chain 

plan. , , ,, , , 

If you had a bad tooth you would naturallv look 
for a dentist to extract it; you would not think of going 
to a coal heaver, Similarly a customer, say in Chile, 
who wished to import boots and shoes would get bet- 
ter results from a firm specializing in those commodi- 
ties, which knew its trade from experience and study, 
than from a jack-of-all trades. True, the latter might 
supply you with boots, just the same as the coal heaver 
might hew your tooth out, but the results would in 
both cases be distinctly unsatisfactory and displeasing 

and certainly not be conducive to permanent business 

Thoroughly Understand Your Product 

In almost all businesses we find specialists who con- 
fine their eflForts within certain prescribed lines. By 
concentrating all their energies they become past 
masters in the lines they handle. Their reputation 
grows apace because they thoroughly know exactly 
what is required even down to the most minute details. 
Outside their own particular sphere they may not b<r 
worth their salt, but by continued application. and care- 
ful, observation they have reached the highest stand- 
ard in their own tracle and achieved the success they 
deserve and have earned by specializing. Undoubtedly 
this theory holds good in foreign trade. Never attempt 
to handle anything you don't thoroughly understand 
Success never comes that way. Specialize in a few 
articles and learn them ab initio. By degrees and by 
constant application another line or two may be added 
to your list but don't attempt to trade in them until 
you are in position to both buy and sell to advantage. 
To be a good buyer is equally as important as to be 
an efficient salesman and both departments are equally- 
essential in foreign trade. 

How Requirements Differ 

Let us assume your business is in farm implements. 
You naturally wish to know which field offers the 
best opportunities. You may have visions of captar- 
mg trade in all parts of the world with the same 
machine. This idea is absolutely wrong. Take, for 
instance, Australia where the farms are large, where 
the farmers are advanced in their ideas, where the 
Government will assist needy farmers through agri- 
cultural banks to finance their machinery bills when 
required, and where many others in good positions 
are anxious and willing to spend freely for the most 
up-to-date machinery, you are practically dealing with 
a progressive nation which is prepared to pay cash 
for their goods. 

Australia is a vast country which readily appeals to 
you. But you must have exactly the goods wanted, 
for while a potential buyer, the Australian farmer is 
inclined to be conservative and any innovations as 
regards machinery require to be thoroughly demon- 
strated in a practical way before he catches on. Com- 
pare this market with that offered by some of the 
smaller Latin- American republics. Here the more slow- 
going southern races require not only a different class 
of machine but usually do their business on long 
credits. Their farm holdings arc much smaller and 
their purchasing power is not so great. The field, 
however, is a vast one and the opportunities offered 
arc very great. Profits probably may even be greater 
but the cash is longer coming in, for in most coun- 
tries they have not the same financial facilities offered 
as are provided by the agricultural banking methods of 

Best to Concentrate on Certain Field 
This illustration is gfivcn to show the very varied 
conditions pertaining to one trade. The goods that 
will suit one market are not applicable to another. 
The plan of campaign is different and the conditions 
under which business is done are different. It may 
be that you are in a position to supply the require- 
ments of both countries, but it is more than likely 
that it will pay you far better to specialize and make 
yourself master of certain defined territory on which 
you can concentrate and which may profitably employ 
your undivided attention. 

Undoubtedly there nray be new firms embarking on 
the import and export seas which are so constituted as 
to successfully handle many commodities and to go 
into the business capably on general lines, but in such 
cases they must be prepared with sufficient capita] to 
add branches under thoroughly qualified department 
managers, each fully equipped and up-to-date as regrards 
the goods in which he specializes and with an accurate 
idea of the territory in which he will operate. Anything 
short of this spells disaster. 

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Ports of the Pacific 


Position: Latitude 13 degrees 39 minutes north, longi- 
tude 89 degrees 54 minutes west. The port of Sonsonate. 

Population: About 1,500. 

Imports: Cotton and siTk goods, yarn, hardware, flour, 
drugs, etc. 

Exports: Coffee, balsam, hides, deer skins, sugar and 

Accommodation: Acajutla is an open bay about 62 
miles southeast of San Jose; it is sheltered from the 
southeast by the Remedois Reef, a dangerous and exten- 
sive shoal, extending from a point of the same name. The 
salt water here is very injurious to cables and copper. 
Ships anchor in 9 to 11 fathoms. Landing is difficult, and 
ought to be effected in a ^ood whaleboat. Merchant ves- 
sels load and discharge their cargoes by means of launches, 
or large craft in the shape of whaleboats. A substantially 
built pier, fitted with cranes, facilitates the landing, al- 
though at times the surf renders it hazardous. By giving 
two days' notice, fresh provisions may be obtained in 
large quantities from Sonsonate. The old roadstead known 
as Puerto Viego (about J4 mile west) is the one now 
mostly used by shipping; there is an iron pier about 234 
metres in length, and the railway to the interior starts 
from here. It is claimed that better bottom anchorage is 
found in this place, with the same depth. Ballast is thrown 
overboard a little outside the anchorage. 

Port Charges: The only port charge is 15c per ton, 
pa3rable in one port only. Labor: $2.00 per day. Custom 
House, business charges, $16.00. Sailing License and 
Muster Roll, $4.00. The total expenses of a vessel of 304 
tons reg., loading three-fourths of her cargo at Acajutla 
and the remainder at La Libertad, amounted to about 



Position: Latitude 16 degrees 51 -minutes north, longi- 
tude 99 degrees 56 minutes west. 

Population: 5,000. 

Pilotage: Compulsory. Pilotage charges: 12 pesos per 
meter in summer (from April 16-October 14), 15 pesos 
per meter in winter (from October 15- April 15), also SO 
per cent extra if ship enters or sails at night, also 25 pesos 
for pilot if ship enters or sails at night For opening 
register, 8 pesos for foreign cargo, 2 pesos local ; for clear- 
ance with cargo, 4 pesos; for clearance at night, Sundays 
or holidays, the ship has to pay salaries to such employees 
in the custom house and Capitania de Puerto as have to be 
on duty at time of such work; permits can be had from 
6 to 12 and they collect six hours' work, and from 6 to 6 
they collect twelve hours' work. All payments to be made 
in Mexican gold or its equivalent. 

Port Charges: Tonnage or wharf dues, .06 Mexican 
per ton at first Mexican port. Sanitary, .02 per ton at 
first Mexican port, .01 per ton subsequent ports. 

Stevedoring: Rates for loading and discharging cargo, 
.25 Mexican per 150 lbs. Overtime cost per hour, double 
the above. Lighterage, 2.00 Mexican per ton, 50 per cent 
overtime. Lighterage, cost per lighter per day, 20.00. 

Accommodation: No dock or wharf accommodations. 
For anchorage, see U. S. Hydrographic charts and sailing 
instructions. One of the best harbors belonging to Mexico 
on Pacific Coast. 

Imports : Cotton, silks, wools, crockery, general mer- 
chandise, wines, liquors, hardware, drugs. 

Exports: Hides and skins, limes, sesame seed cake. 

Names of Importing and Exporting Firms: Hudson, 
Billings V Cia, P. Urnuella y Cia, Sucrs., Alzuyeta y Cia, 
Sucrs., Aristeo Lobato, all general; Link Sucrs., drugs; 
Garcia, Luis, drugs. 

Steamer Lines Using the Port: Fair & Moran, San 
Francisco; Pacific Mail S. S. Company, both running to 
San Francisco and the former stopping at San Pedro, Cal. 

Consular Representation: Norway, Vice-Consul W. H. 


New Zealand 

Position: Latitude 43 degrees 51 minutes south, longi- 
tude 172 degrees 56 minutes east. 

Population : 1,000. 

Landlocked harbor, anchorage in 3 fathoms at low water. 
Christchurch is about 55 miles southeast of here. 


Western Australia 

Position: Latitude 35 minutes south, longitude 117 
degrees 45 minutes east. 

Population: 3,211. 

Pilotage: Compulsory, for overseas vessels. From 
sea into King George's Sound, 10 feet and under, £2; 
10 to 11 feet, £2 4s; 11 to 12 feet, £2 8s; 12 to 13 feet, 
£2 15s; 5/- extra per foot to 21 feet; 21 feet and up- 
wards, £5; same rates outwards. Into Princess Royal 
Harbor, including navigation of Sound, under 8 feet, 
£2; 8 to 9 feet, £2 5s; 5/- extra per foot to 19 feet; 
19 to 20 feet, £5 12s; 20 to 21 feet, £5 18s; 21 feet and 
upwards, £5 18s; same for outwards. 

Port charges: Tonnage dues, 3d. per ton for loading 
and discharging. Light dues, inwards, 2d. reg. ton; out- 
wards, 2d. 

Accommodation : Recognized as one of the best harbors 
in the state. G. S. Ry. jetty, 1350 feet long, will ac- 
commodate vessels drawing 32 feet. There is a town 
jetty for vessels of not more than 23 feet. Abundant 
fresh water supply. 3-ton steam-crane; 5-ton travelling 
steam-winch. Admiralty coaling station. Terminal of 
Great Southern railroad over which it is 341 miles to 

Imports: Coal, general merchandise. 

Exports: Wool, skins, timber, sandalwood. 

Albany is located on the north side of Princess Royal 
Harbor and King George's Sound. The channel is now 
being dredged and eventually will have a depth of 
30 feet at low water. 

if tk* PriMlpid StTMti 



Position: Latitude 13 degrees 13 
gitude 87 degrees 34 minutes west. 
Population: 2,000. 

minutes north, Ion- 

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HarlMr %f AmapAla 

Imports: Mining machinery, cotton fabrics, hardware, 
flour, and liquors. 

Exports: Bar silver and gold, ore, coffee, hides, dye- 
woods, etc. 

Accommodation: There is a fine harbor, with suflicient 
water for the largest vessels, and good holding ground. 
Good water can be obtained, and also fresh meat, bread, 
and meal. 

Port Charges: Clearance Fees, $3 (U. S. cy.). Boat 
Hire, $1.50 per trip. Ballast, $3 (U. S. cy.) per ton. 
Port Dues $3 per vessel. Brokerage, $12. 

Stevedoring: Discharging, $1.50 (U. S. cy.) per ton; 
average, 200 tons per day. Labor, 75c (U. S. cy.) per 



Position: Latitude 24 degrees 40 minutes norths 
longitude 118 degrees cast. 

Population: 114,000. 

Pilotage: Compulsory if steamers anchor; not com- 
pulsory if steamers proceed to recognized berths, i. e. 
buoys. Charges, steamers under 650 tons, $10.00; over 
650 tons l^c per reg. ton. Sailing vessels, under 400 
tons, $10.00; over 400 tons, 2^c per reg. ton. 

Port Charges: Customs tonnage dues are charged 
at the rate of Haikwan (i. e. customs) Tael 0.40 per net 
registered ton and is available at any Chinese Treaty 
Port for the period of 4 months; 1 Haikwan Tael is 
about Mexican $1.57. Pilotage, Mexican V/i cents on 
registered tonnage inwards and the same rate outwards. 

Stevedoring: Rates for loading and discharging are 
the same and are as follows on chief commodities — 
Grain, rice, wheat at 2 cents per bag; large beancake 
and flour at 70 cents per 100 pieces and per 100 bags; 
samshu (a Chinese wine) at I'H cents per jar; small 
beancake at 40 cents per 100 pieces; merchandise (paper, 
tobacco leaf, etc.) at 5 cents per package; sugar (50 catty 
bags) at 1 J4 cents per bag. For overtime, double above 
rates. Coal, discharging, Coolie hire, 22 cents per ton; 
boat hire, 16 cents per ton. Shipping oflF bunker coal. 
Coolie hire, 18 cents per ton, boat hire, 16 cents per ton. 
For overtime, double above rates. Cost per day for general 
labor, Mexican $0.60 per head. Lighterage, cost per ton, 
Mex. $0.30 to $0.35 per ton. Lighterage, cost per lighter 
per day, Mex. $6.00. 

Arccmmodation : Wharf accommodation here is nil. 
There are two privately owned hulks, namely that of 
the China Navigation Co. and the China Merchants S. 
N. Co. and are solely for their own. vessels. Steamers 
other than those that regularly ply to this port anchor in 
the harbor. Regular lines have buoys laid down for 
their use. Without the use cf a pilot it is considered 
safe for a ship drawing not more than 18 feet to enter 

port at L. W. Springs, at L. W. Neaps 21 feet. With 
pilot a draft of 30 feet at any tide is thought safe. There 
is one dock here, the New Amoy Dock Co., it is capable 
of receiving vessels up to 340 feet long, 40 feet beam 
and a mean draft of 15 feet. A large stock cf everything 
necessary for repairs is always kept in hand. 

Imports: Beans, beancake, flour, samshu, rice, cotton, 
matches, stockfish, kerosene oil, wheat and general Chinese 

Exports: Paper, tobacco leaf, fruit, native brown 
sugar, earthenware, tea. sugar-candy, grass cloth, alum. 

Names of Importing and Exporting Firms: Boyd & 
Co., Tait & Co. 

Steamer Lines Using the Port: Douglas S. S. Co. Ltd.. 
Hongkong. Swatow, Amoy and Foochow; Osaka Shosen 
Kaisha, Hongkong, Swatow, Amoy and Formosa; Seang 
Line of Steamers, Amoy, Swatow, Hongkong, Straits, 
Burma; Ho Hong S. S. Co. Ltd.. Amoy, Swatow, Hong- 
kong, Straits, Burma; Indo-China S. N. Co. Ltd., Amoy. 
Manila; China Navigation Co., Amoy, Manila and Shang- 
hai, Amoy, Hongkong and Canton; Java-China-Japan 
Line, Java ports, Hongkong, Amoy, Shanghai, Dairen and 
Japanese ports. 

Consular Representation: Great Britain, United States, 
(C. E. Gauss, Consul), France, Belgium, Denmark, Nor- 
way, Holland, Portugal, Japan. 

The port of Amoy has dwindled in importance since 
Formosa was ceded to Japan as a result of the Chino- 
Japan war. 1894. Up to that time Amoy was the port 
of shipment for Formosan tea but with shipping facil- 
ities now to be had in Formosa all tea is shipped from 
there. The revenue returns of the port, however, do 
not show its real worth for there is a great deal of un- 
developed wealth in its minerals, principally coal and 
iron. There is a great "Coolie" tFaffic between Amcy 
and the Straits, some 80,000, roughly, going to and fro 
during the year. There is also a similar trade with the 
Philippines but the total here runs only into a few 
hundreds per annum. 



Population, 5,000. 

Longitude 122 degrees 38 minutes west, latitude 48 de- 
grees 30 minutes north. 

Distance: 65 miles north from Seattle, 47 miles east 
of Victoria, on Puget Sound. 

Harbor depth : Average 40 to SO feet. At some wharves 
40 feet at face. Good anchorage. 

Harbor master: Capt. Harry Rickaby. 

Docks: Anacortes Lumber & Box Co., Great Northern 
dock, Curtis wharf, Pacific-American Fisheries Co. dock, 
Alaska Packers Association dock. Apex Fish Co. dock. 
Coast Fish Co. dock, Anacortes Fisheries Co. dock, Mathe- 
son Fisheries Co. dock — all private wharves with accom- 
modations for two or more ocean vessels at one time. 
City float, for small craft, owned by city. 

Drydocks and marine railways : Keesling shipyard, small 
marine railway. 

Customs representative: F. P. Zent, deputy collector. 

Bonded warehouses: None. 

Tug boat companies: C. A. Norton, Marion Johnson. 

Railroad connections: Great Northern Railway. 

Steamship lines: Puget Sound Navigation Co., Island 
Belt S. S. Co., Pacific S. S. Co., Border Line Transporta- 
tion Co. 

List of Charges 

Towing: Puget Sound rates 

Anchorage : None. 

Wharfage : 25 to 50 cents per ton. 

Stevedoring labor: 45 cents, overtime 55 cents per 

Cartage : 50 cents per ton. 

Water: 30 cents per 100 cubic feet for first 200; 20 
cents per 100 cubic feet for next 200; 6 cents per 100 
cubic feet thereafter. 

Oil dock: Standard Oil Co. 

Customs brokers: Hensler & Co. 

Digitized by 






Located near the head of Cook Inlet. Government 
townsite surveyed in 1915. Temporary terminus of United 
States Railroad, but track now connected through to 
Seward, the sea terminus. Harbor, subject to extreme 
tidal range and open during summer season. All freight 
has to be lightered. 



. Position : Latitude 23 degrees 29 minutes south, lon- 
gitude 70 degrees 25 minutes west. 

Population : 45,000. 

Pilotage: Not compulsory, $40 steam, sailers $2.50 per 

Stevedoring : Rates for loading cargo, $1 C. Cy. per ton. 
Overtime cost per hour, $4 to $5 C. Cy. ; $25 to $35 per day 
C. Cy. for laborers. 

Accommodation : Port illuminated by electricity. Facili- 
ties for embarking and discharging is good in regards to 
launches, tugs, etc. Vessels anchor in 15 to 20 fathoms. 
Approach to port dangerous because of detached rocks. 
Vessels anchor mile or mile and a half from shore. Winds 
are prevalent and shipping is often stopped and lighter 
cargoes sometimes lost. 

Imi)orts: Coal, machinery, general merchandise for 
Bolivia for which this is port of entry and transit. 

Exports: Nitrates, silver, copper, borate of lime, etc. 

Steamer Lines Using the Port: P. S. N. Co., C. S. A. 
v., weekly. Most all lines that come to South America call. 

Consular Representation: All important countries that 
are represented in Valparaiso. 

Charges : Light dues, steamers 60 centavos ; sailing ves- 
sels, 40 centavos per registered ton. Hospital dues, 10 
centavos per registered ton. Towing (in bay), up to 1,500 
registered tons, $50 : over 1,500 tons, $5 for each 190 tons 
additional. Launching nitrates, $15 per 1,000 quintals. 
Loading and stowing nitrate, 24 centavos per ton ; metals 
in bags, 24 centavos per ton, in bulk, 20^/2 centavos per 
ton. Discharging coal (bulk), 24 to 34 centavos per ton; 
in bags, same, with additional charge of \7V9 centavos per 
ton for bagging. Stevedore labor, $1.25 per day. Broker- 
age, $50 in and same out. Commission on chartering, 2V2 
per cent. Collecting for freight, 2^ per cent. Ballast, $3 
gold per ton. Water, $2.43 per ton. 

Loading and discharging by lighters. Moles owned and 
operated by Yungay, Nitrate Agencies, Ltd., Salitres de 
Antofagasta, Barnett & Co., Antofagasta & Bolivia Rail- 
way, Lewis & Co. 



Population: 6,000; Shahocken, 30,000. 

Antung is both a river port and a seaport, situated 23 
miles from the mouth of the River Yalu. The town oc- 
cupies the Manchurian bank of the river where the stream 
separates Manchuria from Chosen. 

Yalu timber is the principal export. 

Imports: Cotton piece goods, drills, dyed and mercer- 
ized cotton yarn, bags, rice, soap. 

Exports: Yalu timber, wild silk cocoons, matches, 
bean oil. 

Consular Representation: Great Britain, Japan, United 



Position : Latitude 18 degrees 28 minutes south, lon- 
gitude 70 degrees 21 minutes west. 

Population: 8,300. 

Pilotage: Not compulsory. 

Stevedoring: Rates for loading and discharging cargo, 
general cargo, $1 per ton. Overtime cost per hour, $2. 

Cost for general labor, daily labor $22 per day. Labor 

Accommodation : Two piers, one wharf, cargoes, loaded 
and unloaded into lighters by means of steam cranes. Pass- 
engers usually pay one peso for transportation to shore. 
From 350 to 4(X) tons can be unloaded daily. Weights up 
to 10 tons can be handled. Vessels moor in 8 fathoms, 
about a half mile or mile from shore. 

Imports: Rice, coal, machinery, merchandise. 

Exports: Borax, wool, copper, cotton, salt, sulphur. 

Steamer Lines Using the Port: South American Com- 
pany, Toyo Kisen Kaisha, P. S. N. C, local lines, Lamport 
& Holt, Gulf Line, West Coast Roland Line (latter lines 



Position: Latitude 46 degress 16 minutes 29 seconds 
north, longitude 124 degrees 3 minutes 11 seconds west. 

Population : 30,000. 

Astoria is situated on a peninsula bounded on the north 
by the great Columbia and on the south and west by 
Young's River and Young's Bay, and is recognized as one 
of the leading industrial marts of Oregon. It is a port 
that must grow in maritime prominence as the Pacific 
Coast of America develops in its relations with the rest 
of the world. 

Accommodation: The harbor is one of only five deep 
water harbors on the entire Pacific Coast. Its position is 
ideal with reference to river, rail and ocean transportation, 
being only ten miles inland and in direct communication 
with the lumber, grain and fruit lands of the Pacific north- 
west Astoria is geographically the nearest port of the 
United States to the Orient and having a harbor en- 
trance of 40 feet of water in a channel 1,300 feet wide, 
while for a width of approximately 1,000 feet there is 
42 feet at low tide. The anchorage is good throughout, 
having 12 square miles of anchorage ground over which 
the depth is from 24 to 70 feet at low water, and for 
8 square miles the depth is from 30 to 70 feet. It is a fresh 
water harbor, free from the ravages of "Teredo Navalies" 
and always free from ice, and by the construction of the 
jetty, protected from the ocean swell. 


DrftwiBfl 8li«wlifl P«rt •i Attarla's Two PItra 

Digitized by 




Towage: The charges for towage, round trip, are as 
follows : Between sea — to Astoria 

401 " 500 





551 " 750 
751 " 1000 



1001 " 1200 
1201 " 1500 



1501 " 1800 
1801 " 2000 



2001 " 2500 
2501 " 3000 




3001 " 3500 
3501 " 4000 




Vessels with auxiliary power will be towed, or conveyed 
between sea and anchorage inside Columbia River if ves- 
sel's power is used during movement, at a rate of $125.00 
for assistance in each direction. The above rates are thirty 
per cent cheaper than rate charged to Portland and without 
any risk of grounding or delays between this harbor and 
Portland which is 100 miles inland. Bar pilotage rates 
for steam or sailing vessels between sea and Astoria are 
$1.50 per foot and 1 cent per ton net register in each 

Wharves The following is a list of wharves, other than 
port of Astoria wharves, which are mentioned under port 
of Astoria facilities: 

Spokane, Portland & Seattle Ry. Co 365 ft in length 

Union Pacific System 960" 

Harkins Transportation Co 200 " 

S. Elmore & Co 400" 

Callender Navigation Co 250 " 

G. W. Sanborn & Sons .580 " 

All of the above wharves are accessible either by rail or 
river transportation. 

Water : Fresh water is supplied to vessels at the wharves 
at a charge of 

1,000 gallons $1.00 50,000 gallons $11.80 

3,000 ;; 2w 100,000 " 17.80 

l5'22S . 4-^ 200,000 " 27.80 

2o;ooo " ::::::::: 6:80 500,000 - s4.8o 

30,000 " 8.80 1,000,000 " 94.80 

Industries: Astoria is the leading commercial city and 
main trading center of a district which is the home of 
five great industries: (1) salmon fishing; (2) lumbering; 
(3) shipbuilding; (4) Marine Iron Works, and (5) cran- 
berries. The salmon fisheries have long been looked upon 
as the most important of these industries, approximately 
5,000 people are engaged in the fishing business every 
year, during 1917 there were 547,805 full cases packed and 
it is estimated that the pack for 1918 will have been 
between 725,000 and 750,000 cases. 

Oregon contains one-sixth of the standing timber of 
the world today and Clatsop County contains one-sixth of 
the standing timber in the State of Oregon or in the 
neighborhood of 18,000,000,000 feet. The local lumber 
mills namely: Hammond Lumber Company, Oregon Paci- 
fic Lumber Co., Astoria Box Co., Knappton Mill & Lum- 
ber Co., and the Astoria Lumber Co., have paid out for 
labor in the past twelve months over a million dollars. 

The Astoria Flouring Mills Company have an output of 
1,200 barrels per day and furnishes employment to forty 
men, the "Knighthood Brand" being the leading flour 
milled. Proof of their business success is exemplified in 
their having operated day and night continuously for the 
past year. 

The Astoria Pulp & Paper Company furnishes employ- 
ment to 100 men, its principal output at this time is pro- 
ducing chip board, used in making cardboard boxes. Ad- 
ditional machinery is now being installed to increase its 
capacity and augment the variety of products. 

Port of Astoria Facilities: The Port of Astoria con- 
sists of two piers. Pier 1 is 1,320 feet long and 92 feet 
wide with a floor area of 121,440 square feet. At the 
present time the warehouse is filled to its capacity with 
canned salmon, flour, wheat and Emergency Fleet machin- 
ery. Grain may be piled twenty sacks high, flour eighteen 

sacks high, 140 pounds per sack; and salmon eighteen 
cases high. 

The warehouse is equipped with automatic fire sprink- 
lers which reduces the rate of insurance to a very low 
cost; it is also equipped with large electric conveyors 
which convey various commodities over the track or side 
of ship at the rate of 420 feet per minute. 

On this pier are also located bulk grain storage elevators 
with a capacity of 1,300,000 bushels, and unloading capa- 
city of 15,000 bushels per hour to either cars or boat. 

The port has a trackage capacity of 100 cars. 

On Pier No. 2, which is 1,300 feet long and 344 feet 
wide, is located the Astoria Marine Iron Works, which is 
installing machinery in the Emergency Fleet ships built 
on the Columbia River. This pier is used for the as- 
sembling of lumber and coal cargoes, and for the hand- 
ling of heavy and bulky articles, four cranes being oper- 
ated, one electric and three locomotive, 15, 20, 35 and 50 
tons respectively. This pier has a capacity of IW cars, 
having five tracks extending the entire length of the pier. 

Coal bunkers are located on this pier with a capacity 
of 3,000 tons and open storage capacity for 20,000 tons. 
These bunkers have a discharging capacity of 200 tons 
per hour. 

At the present time the port has on storage the United 
States Shipping Board and Thomdyke-Trenholmc Com- 
pany coal. The port people are also negotiating with Utah 
concerns for exporting 5,000 tons of bunker coal, but at 
the present time no definite arrangements have been made. 

The depth of water in between slips and sdong the dock 
is thirty feet at low tide and 5,550 linear feet of berthing 
capacity is available. Between the two piers is located a 
gridiron which is used for the loading and unloading of 
locomotives on own wheels and for the repairing of small 
crafts and barges. 

In order to deepen the channels of the tributaries to 
the Columbia River near Astoria, which improves the sites 
for new industries, the port purchased a large steel dredge 
for this purpose. This dredge pumps 8,000 to 10,000 yards 
per day, running three shifts with a crew of thirty men. 
4,000 feet of pipe line being available at all times. Com- 
fortable sleeping quarters are built aboard the dredge as 
well as many other conveniences for the employees. In 
connection with this dredge is operated the. dredge tender 
**Natoma" which is used for local work in connection with 
the dredging and for local towing in the harbor. 

The Belt Line Railroad is practically completed from its 
connection with the Spokane, Portland & Seattle Ry. Go's 
at the port of Astoria dock, extending around Smith's 
Point, serving the three shipyards, namely: Rodgcrs, 
Wilson and McEachern and the Astoria Paper & Pulp 
Mill. The building of this railroad has greatly benefited 
industries located on Young's Bay, as heretofore they have 
depended altogether on water transportation. 

The port invites parties seeking sites for industrial pur- 
poses to make investigation. 

Plans and specifications are now being made for the 
construction of a 15,000 ton dry-dock and Import and Ex- 
port pier which will be located just to the west of Pier 
No. 2. 

Wharf and Dock Charges 
(O.-W. R. R. & N. Co. Dock at Astoria). 

The following rates of dockage will apply on vessels 
using dockage facilities of this company at Astoria, Orc^ 
and not receiving or discharging freight. The right is 
reserved to refuse dockage facilities to any vessel. 

Vessels landing to receive or discharge pilot, $2.50 
per day. 

Vessels 500 net registered tonnage and under, $5 per day. 

Vessels 500 and not over 1,000 net registered tonnage, 
$8 per day. 

Vessels 1,000 and not over 2,000 net registered tonnage, 
$12 per dav. 

Vessels 2,000 and not over 3,000 net registered tonnase^ 
$15 per day. 

Gasoline schooners, steam pile drivers, steam barges, 
steam scows or derricks, $1 per day. 

Gasoline launches, fishing boats or sailing yachts or 
sail boats, 50 cents per day. 

All other small craft not included in the above, 50 cents 
per day. 

Digitized by 




80MIM Showlif Vltwt Al«if Aftoria't Watwfrvit aii PadtttlM far Haadllat ShlpNat 

Freight, any quantity, handled over docks operated by 
this company at Astoria, Ore., will be subject to wharfage 
charges as follows: 

Freight not otherwise specified, 25 cents per ton of 2,000 
pounds or 40 cubic feet, whichever makes the greater 

Lumber, 50 cents per 1,000 feet ; minimum charge 25 cents. 

Live stock, 25 cents per head ; minimum charge, 25 cents. 

Fishing boats, $1 each ; minimum charge, 25 cents. 

Wharfage includes free storage on dock not to exceed 
five days, exclusive of Sundays and legal holidays. 

a. Freight, any quantity, stored on docks operated by this 
company at Astoria, Ore., will be subject to storage charges 
of 25 cents per ton of 2,000 pounds or 40 cubic feet, 
whichever makes the greater charge, for each 30 days or 
fraction thereof. 

b. Cement, any quantity, stored on docks operated by 
this company at Astoria, Ore., will be subject to storage 
charges of 25 cents per ton of 2,000 pounds for the 
first 30 days or fraction thereof, and 10 cents per ton of 
2,000 pounds for each subsequent 30 days or fraction 
thereof, in addition to piling charges of 10 cents per ton 
of 2,000 pounds. 

c. Canned goods or pickled fish, any quantity, held in 
storage on wharves or in warehouses operated by this 
company at Astoria, Ore., for shipment via the lines of 
this company, will be subject to storage charges as fol- 
lows: First 30 days, free; each succeeding 30 days or 
fraction thereof, per ton of 2,000 pounds, 25 cents. 

(S. P. & S. Dock). 

Dockage, per day or fraction thereof, $5. 

Wharfage: For all freight handled across the dock, 
per ton, 25 cents. For piling or repiling cement, per ton, 
10 cents. Handling cement from warehouse to car, per ton, 
IS cents. Handling all other classes of freight from ware- 
house to cars, at cost 

Storage, per ton per month 25 cents. 

All charges collectable from ship, unless otherwise 

Harbor master: F. M. Sweet. 

No mooring or anchorage charges. 

Bonded warehouse: Great Northern Pacific S. S. Co., 
capacity about 12,000 tons. 

Customs brokers: E. M. Cherry, V. Boelling. 

Stevedore charges: About same as all other Pacific 
Coast ports. 

Steamship Lines: San Francisco & Portland S. S. Co., 
Oregon-Washington R. R. & N. Co., agents; to California 
ports. North Pacific S. S. Co., Spokane, Portland & 
Seattle Ry. Co., agents; to California ports. Great North- 
ern Pacific S. S. Co., Sanborn & Sons agents ; to San Fran- 
cisco. Elmore Transportation Co., S. Elmore & Co.; to 
Oregon ports. Harkins Transportation Co.; to Columbia 
river points and Portland Oregon- Washington R. R. & 
N. Co.; to Portland and way points. Atlantic & Pacific 
S. S. Co., W. R. Grace & Co., agents ; to New York, also 
South American ports. 

Tow boat companies: Puget Sound Tug Boat Co., 
the Port of Portland. 

Lighterage companies : Callender Navigation. Co. 

Marine ways : Wilson Bros., for small craft ; McEachern 
Shio Co. 

Oil docks: Standard Oil Co., Union Oil Co. 

Railroad connections: Spokane, Portland & Seattle Ry. 
connects all roads. Oregon- Washington R. R. & N. Co. 
connects by boat from Astoria to Portland. 

Shipbuilding concerns: Wilson Bros., Astoria Boat Co., 
Frank Smith, McEachern Ship Co., George F. Rodgers 
& Co. 

Boating is done by Harbor Master F. M. Sweet for 
vessels in harbor. 

Customs: Deputy C. H. Haddix, N. J. Judah, A. 

Public Health Service, United States : Dr. H. G. Ebert, 
surgeon in charge; Dr. Jay Tuttle, assistant surgeon. 

U. S. Immigration Service: E. C. Gooch, inspector in 

Digitized by 




Queen Street Pier. Auckland 


New Zealand 

Position: Latitude 36 degrees 50 minutes south, longi- 
tude 174 degrees 48 minutes east. 

Population : 120,000. 

Auckland Harbor consists of an extensive land-locked 
estuary at the southern end of the Hauraki Gulf, on the 
east coast of the North Island of New Zealand. The outer 
harbor commences about six miles from the North Head, 
a promontory which forms the northern boundary of the 
inner harbor (known as Waitemata). The inner harbor 
is about 15 miles long, by a width varying from two miles 
at the entrance to a mile. The deep water channel has 
an average width of three-quarters of a mile. The harbor 
is completely sheltered from all, winds by an out-lying 
chain of islands and the peninsula above referred to, and 
is capable of affording safe and sheltered anchorage for 
the whole of the world's navies. There is a depth of 
nine fathoms at low water spring tides, which shoals in 
some places to five fathoms. The tide rises and falls from 
8 to 12 feet. 

The railway communication with the interior runs to 
the end of the Railway Wharf. The export stores for 
frozen meat are adjacent to the last named wharf, and the 
ocean-going cargo steamers load large quantities of frozen 
i)eef and mutton with rapidity from these stores. An 
abundant supply of the purest water, brought by the city 
waterworks from distant springs, is available at the 
wharves, a flow for shipping purposes of 60,000 gallons an 
hour being obtainable. 

United States Consul General, Alfred A. Winslow. 

Pilotage: Compulsory. Steam, 2d per ton (net) in 
and 2d per ton out ; sailing, 2d per ton (net) in and 2d 
per ton out if employing; a tug; sailing, 3d per ton out if 
not employing a tug. 

Port Charges : Goods, general merchandise, 2/- per ton 
inward, lA per ton outwards. Transshipment half rates 
on inward charges. Produce, 1/6 per ton inwards, 1/- 
per ton outwards. Customs, 3/- per hour overtime when 
employed. Transshipment, ship's wharfage %d per ton 
per day net tonnage. Light dues, 4d per ton net reg., 
payable at first port of call, and %d per ton at subsequent 
ports of call, while working the New Zealand coast. Berth- 
age, %6 per ton per day. Port charges, 3d per ton, good 
for six months. Towage, as arranged with harbor master. 

Stevedoring: Discharging — Measurement cargo, dis- 
charging 1/4 per ton; trucking, sorting and stacking in 
shed, 1/2 per ton; total, 2/6 per ton. Weight cargo, 1/8 
per ton; trucking, sorting and stacking in shed, 1/6 per 
ton; total, 3/2 per ton. Special cargo consisting of 
manures, bar iron, rails, girders, angles over 25 feet long. 
pebbles, cast iron, pipes, discharging, 1/8 per ton ; trucking, 
sorting and stacking in shed, 1/9 per ton; total, 3/5 per 
ton. Case oil, discharging, 1/10 per ton; trucking, sort- 
ing and stacking in shed, 1/- per ton; total, 2/10 per ton. 
When consignee takes deliverv from stages the trucking 
rate is 7d per ton instead of 1/-. 

Heavy lifts, 2 and under 3 tons, 10/- per ton; 3 and 
under 5 tons, 17/6 per ton ; 5 and under 10 tons, 27/6 per 
ton ; 10 and under 20 tons, 30/- per ton ; 20 and under 80 
tons. 32/6 per ton. The ship to pay for extra labor in- 
curred when trucking long distance on wharves. 

Loading: All bale goods, 1/3 per bale; kauri gum, 2/10 
per ton; copra and general cargo, 3/- per ton; tallow, 
pelts and other casks, 3/- per ton; frozen meat and dairy 
produce — carcases, sheep and lamb, 15/6 per 100; beef, 
per quarter, 6d; frozen sundries, such as bags and cases, 
kidneys, 2d per 60 lbs.; legs, etc., 2/- per 100; butter, 15/6 
per 100 cheese, 3d per crate. 

In the event of loading at Whangarei, Auckland rates 
to appljr plus cost of traveling, board and lodging. 

Overtime: Ship to pay the difference between ordinary 
time and overtime also the difference for holidays and 
meal hours at Auckland and outports. All gear to be 
found by the ship for loading and discharging except when 
required for heavy lifts, when the gear will be found b>' 
stevedores, who also supply meat slings and shoots and 

All workmen in the stevedore's employ to be kept in- 
sured by them against any claims arising under the Work- 
ers* Compensation for Accidents Act and its Amendments 
and / or Common Law, and / or Public Risk at the cost 
and expense of the stevedores. 

The system of receiving cargo in Auckland differs from 
that of any port in New Zealand. 

At Auckland the stevedore not only discharges the ship, 
but has also to receive the cargo from ship's slings, trudc 
into sheds^ sort out to various marks and stack up under 
the direction of the harbor board, and for which the ship 
has to pay, the harbor board doing absolutely nothing in 
the way of receiving cargo and taking no responsibility, 
thus, the Auckland stevedoring charges may appear un- 
duly high compared with other New Zealand ports, but 
are not so when the above is taken into consideration. 

Cost per hour for general labor, 1/10 per hour. Over- 
time cost per hour, 2/8 per hour to 10 p. m. 

The Port of Auckland has a very fine harbor with most 
up-to-date ferro concrete docks, and facilities for loading 
and unloading cargo by electrical cranes installed on the 
wharves and two floating cranes, with capacity of one up 
to 80 tons. Re-inforced ferro concrete wharves with single 
and double story sheds. Oversea berthage 7,204 feet, 
coastal 4,732 feet. Auckland is 1,315 miles from Sydney, 
and 1,650 miles from Melbourne. Oceanic mail liners from 
Vancouver to Sydney make Auckland first and last Aus- 
tralasian port of call. 

Accommodation is also provided on both sides of harbor 
for ferry steamers. Total berthage 23,474 lineal feet. Three 
wharves are connected with the Railway System of New 
Zealand ; 5,750 feet of berthage is served with railway lines. 
Depth of water at wharves varies from 6 feet to 35 feet 
at L. W. O. S. T. Rise and fall of tides from 8 feet to 
10 feet 6 inches. Nineteen storage sheds have floor area 
of 365,019 square feet and gross capacity of 7,931,410 cubic 
feet. Good steam coal is obtainable from hulks. 

Docking Accommodations: One dock of 5i66 feet in 
length with a depth of water on sill at O. S. tides of 
33 feet, capable of taking a vessel of 540 feeL overall by 
64 feet beam. Two patent slipways, one capable of taking 
vessels up to 200 tons and the other up to 600 tons gross. 

Imports: 1916, £7,362,778. 

Exports: 1916, £5,894,785. 

The oyster catch for the 1918 season in Auckland ex- 
ceeded the yield of any previous year, totalling about 
10,000 sacks, or about 2,000 sacks more than the 1917 yiWd. 

Digitized by 




Advanced prices gave the growers a big return. Of the 
60,661 cases of fresh apples imported into New Zealand 
during the year, 53,942 cases were received at Auckland. 
The greatest portion of the fruit came from the United 
States and Canada. 

Names of Importing and Exporting Firms : Arch, Clark 
& Sons Ltd., soft goods; L. C. Gillespie & Sons, general 
merchants; A. S. Paterson & Co. Ltd., general merchants; 
N. Z. Loan & Mercantile Agency Co. Ltd., John Burns & 
Co. Ltd., iron and steel ; Dalgety & Co. Ltd., L. D. Nathan 
Ltd., general merchants; Wright Stevenson Co., Ltd., gen- 

Steamer Lines Using the Port: N. Z. Shipping Co., 
Shaw Savill Co., Union S. S. Co., Huddart Parker, Federal 
Shire Houlder, Commonwealth & Dominion and Lucken- 
bach S. S. Co. 

Consular Representation: Belgium, Chile, I>enmark, 
France, Italy, Japan, Mexico, Netherlands, Norway, Peru, 
Portugal, Russia, Sweden, Switzerland, United States. 



Position: Latitude 8 degrees 57 minutes north, 
longitude 79 degrees 28 minutes west. 

Pilotage: Compulsory. Rates, inwards and outwards 
$1.00 per foot draft. No pilotage is charged vessels 
which pass through the Panama Canal without taking 
on or discharging cargo or passengers at ports. 

Port Charges: Harbor dues, none. Water, 25c per 
1000 gallons, minimum, $3. All quarantine regulations 
are' enforced by U. S. officials. 

Accommodation: Vessels are prohibited from anchor- 
ing near the islands of Naos, Flamenco, and Perico on 
account of the military works. Vessels anchor in 
roadstead outside canal entrance to await health of- 
ficers. Channel from entrance of Canal to wharves is 
45 ft, and largest vessels can be berthed at Balboa. 
Coaling plant, 200,000 tons cap.; two 250-ton floating 
cranes; dry dock 1000 ft. long, 100 ft. wide, 35 ft. over 
blocks mean tide. HT. 24 ft., O. T., rise and fall, 
18 feet. 

Exports: Bananas, ivory nuts, manganese, hides, 
skins, rubber. 

Imports: Provisions, clothing, boots and shoes, lum- 
ber, machinery, foodstuffs. 

Work is under way to increase the depth of the 
water at berths to a maximum of 45 feet. There are 
machine shops in operation capable of repairing any 
kind of machinery. 






^ ^"^'^iM 

i ' 



bland of Borneo, Dutch East Indies 

Position; Latitude 1 degree 16 minutes 12 seconds 
south, longitude 116 degrees 44 minutes east. 

Population: Europeans, 350; Asiatics, about 7,000. 

Pilotage: Compulsory. In and out for ships of less 
than 500 M3 net f. 5; in or out for ships of 500 M3 
net and more, f. 10; for the Balikpapan Bay increased 
with 134 cents per M3 net. (Half a guilder is not 
taken into calculation; if more than half, full guilder 
is charged.) 

Harbor and Anchorage Dues: These .dues which 
are valid for six months throughout the whole Dutch 
East Indian ports are per M3 net capacity of steamer, 
f. .16. This sum has only to be paid once every 
six months and need not be paid within this time 
in any other port of the Dutch East Indies when the re- 
ceipt can be shown. If the master cannot produce 
this receipt the dues have to be paid again, but a 
duplicate can be procured and refund made on applica- 
tion (on stamped petition form) to the Director of 
Finance at Batavia. A steamer calling to bunker only 
does not pay any harbor and anchorage dues. 

Port Charges: Tonnage or wharf dues, none. 
Customs, watchman's overtime f. 1. per hour between 
6 p. m. and 6 a. m. Sundays and other official holidays. 
Light dues, none. 

Stevedoring: As per arranja^ements with De Bataafsche 
Petroleum Maatschappij. Lighterage cost per lighter 
per day, f. 25 to f. 30. Bill of Health (Dutch), free. 
Signing on and/or of per man in the office during office 
hours, free. Signing on and/or oflF per man on board 
at f. .50 per man with a minimum fee of f. 10. Port 
clearance, f. 1.50. Cost of preparing and drawing up 
"Zeeverklaring" (sea protests) per hour, f. 3. Seal 
"Sea Protest" f. 1.50. Certificate of test, harbormas- 
ter's endorsement, per set, f. 2. For tvery additional 
set required, f. 2. Harbormaster's overtime per hour 
(or part thereof) f. 2.50. Harbormaster's overtime 
on Sundays and other official holidays, f. 10. 

Accommodation: There are eight jetties in all, one 
government and seven owned by De Bataafsche Pe- 
troleum Maatschappij. Depth of water at low water 
spring tides alongside wharves ranges from 10 feet to 
35 feet. 

Imports: General. 

Exports: Petroleum and its products. 

Exporting firm: Me.ssrs. De Bataafsche Petroleum 

Steamer Lines using the Port: The Anglo Saxon 
Petroleum Co. Ltd., The Ocean Steamship Co. Ltd., 
The China Mutual Steam Nav. Co. Ltd., The Nanyo 
Yusen Kaisha Ltd., The Java Pacific Line, The Java- 
China-Japan Line, Stoomv:Maaty "Nederland," 
Stoomv:Maaty "Rotterdamsche Lloyd," and Konin- 
klyke Paketvaart Maatschappij. 

Fuel oil bunkers can be supplied to vessels at all 
piers of De Bataafsche Petroleum Maatschappij. 

8li«p Biiildlifi and Dry Dook at Balbaa 

Copyrighted by Underwood & Underwood 



Position: Latitude 6 degrees 20 minutes north; 
longitude 97 to 106 degrees east. 

Population: 628,675. 

The report of the statistical office of the Siamese 
customs for the fiscal year ended March 31, 1918, shows 
that the total value of the trade at the Port of Bangkok 
for this period amounted to $81,722,898, an increase of 
$4,271,414, as compared with the corresponding period 
of 1916-17. 

Port Charges: Lighterage, rice in bags to Kohai- 
chang, including towage, 15 tical cents per picul of 
133 Vz pounds, and for rice meal 17^^ tical cents per 
picul; teak squares, ticals 7.00 per load of 50 cubic 
feet; teak planks and scantlings, ticals 6.00 per load 
of 50 cubic feet; (lighterage rates on other articles 

Digitized by 




vary). Lighterajgc, present cost per lighter per day, 
about ticals 1050 (say £80 i)er day) of say 250 tons 
capacity. Import duty invariably is 3 per cent ad 
valorem, except for beers and wines, and the rate for 
these is 5 per cent, according to alcoholic strength. 

Stevedoring: Ocean cargo— Loading rice and/or meal, 
including laying dunnage, per ton, ticals 0.29 to 0.31; 
mats (for dunnage) per 100, ticals 10.00 to 14.00; 
bamboos (for dunnage), per 1000, ticals 45.00 to 50.00; 
dunnage wood, per 1000, ticals 20.00 to 25.00; winchmen, 
per man per day, ticals 2.00; beaters for rice meal, 
per man per day, ticals 1.00; nightwork from 6 to 
12 p. m., per gang, ticals 20.00; loading general cargo, 
per ton weight or measurement, ticals 0.28 to 0.30. 
Overhead charge for rice and rice meal — Loading rice 
and/ or meal, including side and bottom dunnage, 
ticals 0.60 to 0.63; mats, bamboo and dunnage wood, 
per ton, ticals 0.60 to 0.63. Extras — Beater for rice 
meal, per man per day, ticals 1.00; night work from 
6 to 12 p. m., per gang, ticals 20.00. Local cargo — 
Loading rice and/or broken rice, and/or meal at Bang- 
kok and/or Kohsichang, ticals 7.50 per picul 1000. 
Loading general cargo, ticals 4.50 per boat lead. Load- 
ing timbers of all sorts, ticals 60/1000 (60 cts.) per 
ton. Shifting coal from hold to bunkers, ticals 50/100 
(50 cts.) per ton, or ticals 30/100 (30cts.) per ton, 
according to nature of work, the contractor supplying 
his own baskets and shovels. For discharging — Kero- 
sene oil, ticals 1.50 per 1(X) cases and/or 200 tins; 
general cargo, ticals 0.40 to ticals 0.50 per ton weight 
or measurement; extra for night work, per gang, ticals 
7.50 from 6 p. m. to midnight, ticals 7.50 from midnight 
to 6 a. m. The above rates include winchmen. 

Light Dues: 5 tical cents per ton net register for 
vessels entering river and half fcr vessels anchoring 
outside or at Kohsichang. Coasters, 3 1-3 tical cents 
per ton. 

Towage to and from the Bar: Vessels up to 200 
tons register one way only. 220 ticals, with 15 or 
20 ticals additional for every 50 tons up to 1500 tons, 
when the charge is 650 ticals; 35 ticals for every 100 
ever 15(X) tons. Up and down, 200 tons and under, 
320 ticals, additional 50 tons up to 1500, 25 ticals; for 
everj' additional 100 tons over 1500, 50 ticals. 

Pilotage: Not compulsory. From the bar to Bangkok 
and from Bangkok to a safe anchorage outside the bar 
inclusive. Rates for steamers and also for sailing vessels 
being towed, ships of over 150 tons register and under 
200 tons ticals 137.50, increasing to ships of over 950 
tons register and under 1000 tons, ticals 225.00; ships of 
over 1000 tons register, ticals 228.00; if over 1000 tons 
ticals 2 per every 50 tons additional. Rates for sail- 
ing vessels not being towed, 15 per cent additional. 
On the engagement of a pilot the charges are both 
for inward and outward pilotage and not separately. 

Present Exchange: 1 tical equals about Is. 6j/^d. 

Imports: Textiles, provisions, raw materials, metals, 
gunny bags, tobacco, machinery, automobiles, railway 

Exports: Rice, teak, hides, pepper, fish, salt, bullocks. 

Accommodation: All private. The port has no 
government provision. The river is wide and navigable 
for most ocean-going steamers which can cross the 

Names of Importing and Exporting Firms: The 
Anglo-Siam Corp. Ltd., Borneo Co. Ltd., Bombay Bur- 
ma Trading Corporation Ltd., L. T. Leonowens Ltd., 
East Asiatic Co. Ltd., Diethelm & Co. Ltd. 

Steamer lines Using the Port: Ellerman & Bucknall 
S. S. Co. Ltd., Europe and United States ; East Asiatic. Co. 
Ltd., Europe direct line: Straits S. S. Co. Ltd., Singa- 
pore; Indo-China Steam Navigation Co., Hongkong; 
Siam Steam Navigation Co. Ltd., Singapore and coast 
ports en route; Butterfield & Swire, Hongkong; Chino- 
Siam Steam Navigation Co. Ltd., Hongkong. 

Consular Representation: Norway, Denmark, Spain, 
Turkey, Legations — Great Britain, France, United 
States (Carl C. Hanson, vice-consul in charge), Belgium, 
Russia, Italy, Portugal, Japan. 

Pl«r at Batavia— Copyrighted by Undenf^ood Jb Underwood 


Island of Java, Dutch East Indies 

Population: 139,0(X). 

Agency Fees: As per agreement. 

Berthing and Mooring: Berthing fl. 3.50, mooring, fl. 

Consular Fees: Signing of articles, fl. 4.50; bill of 
health, fl. 6. Drawing up protest, fl. 6. 

United States Consul: John F. Jewell. 

Customs Fees: Fl. 20 (night and holiday permits) 
for each gate where cargo is being handled. 

Hire for Steam Launches: Fl. 6 for one run from 
steamer to shore. 

Light Dues and Dutch Harbor and Anchorage Dues: 
Fl. 0.16 per M3. per 6 months, to be paid at the first 
port of call. 

Quay Dues: Fl. 0.04 per meter for each hour. 

Wharf Dues: Fl. 0.03 per meter for each hour. 

Buoy Dues: Fl. 3 for each buoy for 24 hours. 

Lighterage: Fl. 2 per koyang (inward), fl. 3 per koy- 
ang (outward) from Batavia, fl. 2 per koyang (outward) 
from Priok. 

Pilotage: From 1,500 up to 2,500 M3. fl. 10; fl. 5 
extra for every 1,000 M3 or portion thereof. Night 
tariff, 6 p. m. till 6 a. m., double fee. 

Rates: Fl. 0.65 per M3. 

The Java-China-Japan Line makes Batavia a west- 
ward port of call. 

Stevedoring: Tariff of stevedoring per ton of 40 cu. 
ft. for general cargo, 5 per cent to be deducted from 
the total amount and an allowance of 20 per cent 
is made on the quantity of cargo loaded for broken 
stowage. Loading of general cargo from the shore or 
from the lighters, day fl. 0.45, night fl. 0.65; loading 
of general cargo from the godown, day fl. 0.80, night 
fl. 1.20; discharging of cargo and stowing in godown. 
day fl. 0.80, night fl. L20; Discharging of cargo into 
lighters, day fl. 0.40, night fl. 0.60; discharging and un- 
loading along the quay, day fl. 0.90, night, fl. 1.20; 
discharging of cargo into lighters and from the lighters 
into godowns, day fl. 1.15, night fl. 1.45. 

Batavia, capital of Java, is the center of a district in 
which there are almost 114,(XX),000 acres under cultiva- 
tion. The chief products of the soil include rice, maize, 
arachis, and cotton. 

BELAWAN (See Medan) 
Island of Sumatra, Dutch East Indies 

Digitized by 






Longitude 121 degrees 30 minutes west, latitude 45 de- 
grees north. 

Population, 31,143. 

Depth of harbor: 5 to 13 fathoms. 

Harbor master: H. W. Baty. 

No mooring buoys. 

Docks, piers and wharves: Inland Navigation Co., 70x 
200 feet; L. B. Quackenbush (2 floors) 165x125 feet; D. 
Campbell, 100x200 feet; Bellingham Canning Co., 160x200 
feet; Bellingham Flour Mills Co., 50x350 feet; Pacific 
American Fisheries (3 docks) approximately 14 acres; 
Sehome Dock (2), 50x200 feet and 30x300 feet. 

Steamship lines, local agents and offices: Border Line 
Transportation Co., W. H. Williams, agent, 1202 Elk St.; 
Pacific S. S. Co., Raleigh Dickinson, agent, office Sehome 
Dock; Puget Sound Navigation Co., Citizens Dock, C. B. 
La Farge, agent ; Inter-Island S. S. Co., Citizens Dock. 

Tow boat companies: Reifsnyder Towing Co., Peacock 
Towing Co., Crews Towing & Barge Co. 

Oil docks: Standard Oil Co., Olympic Portland Cement 

Railroad connections: Great Northern, Northern, 
Northern Pacific, Milwaukee and Canadian Pacific. 

Customs representatives: O. D. McDonald, deputy col- 
lector; George Hubbard, inspector. 

Bonded warehouses : None. 

Customs broker: Thos. H. Cole. 

Drydocks and marine railways: None. 

Shipbuilders: Kirby Shipyards. 

List of Charges 

Towing: See Puget Sound rates. 

Anchorage : None. 

Wharfage: 25 cents per ton on cargo. 

Stevedore labor: 50-60 cents per hour; overtime, 75-90 

Storage: Private companies. 

Cartage: 500 pounds 25 cents; 500-1,000 pounds, 50 
cents; 1,000-1,500 pounds, 65 cents; over 1,500 pounds, 75 
cents per ton. 

Coaling: No facilities. 

Water: 300 to 30,000 cubic feet, 6 cents per cubic foot; 
over 30,000 cubic feet, 3 cents per cubic foot. 

Industries adjacent to shipping: Fish canneries, lumber 
mills, tile factory, machine shops and smaller industries. 


New Zealand 

Position: Latitude 46 degrees 36 minutes 17 seconds 
south, longitude 168 degrees 21 minutes 55 seconds east. 

First port of arrival and last of departure for Melbourne 
steamers, and serves as a port of entry for vessels too 
large for accommodation at Invercargill. 

Population : 2,000. 

Pilotage: 2j'2d reg. ton, inwards and outwards. 

Port Charges. 3d per ton, maximum of 9d per ton 
in any six months. Ballast, 3/- to 4/6 per ton. Light 
dues, steamers arriving, foreign, 6d ton. Towage, sea to 
wharf inwards or outwards, 5d reg. ton; vessels in ballast, 
inwards or outwards, including pilotage, 6d ton. 

Stevedoring: 1/8 per hour. Overtime cost per hour, 

Imports: Timber, coal, guano, general. 

Exports: Frozen meats, wool, hides, flax, fats, cased 
meats, tallow, skins and pelts, oysters, fish, butter, cheese, 
preserved rabbits. 

Accommodation: Safe harbor for ships of moderate 
tonnage. Depth alongside wharves, 18 to 31 feet. Four 
hoisting engines. 



Position: Latitude 18 degrees 54 minutes north, longi- 
tude 72 degrees 49 minutes east. 

Population: 860,000. 

Bombay, the chief seaport and city of Western India, 
is situated at the southern extremity of the Island of 
Bombay, and is the capital of the Presidency of the same 
name. Causeways and breakwaters connect Bombay with 
Salsette Island and the mainland. There are two harbors, 
one on the inside, and the other on the Back Bay, outside. 
The inner harbor, which is a land-locked harbor of water 
14 miles long and 5 miles wide, is considered to be one of 
the finest in the world. Here are found commodious docks 
for the handling of the largest sized vessels, shipbuilding 
slips, basins and a government dockyard covering about 200 
acres. The port is excellently situated for commerce, 
being in a direct line between Calcutta and Aden. 

Bombay rivals Calcutta as a vast commercial depot, 
and outstrips the Hooghly river port in the extent of its 
internal trade. The capital city virtually has a monopoly 
on the import and export trade of the Presidency in its 
capacity as a distributing point for the contiguous territory. 

Here are the terminals of two great railway lines, 
namely the Great Indian Peninsula Railway, and the 
Bombay, Baroda, and Central India Railway, and the rail- 
way depot is one of the best in the world. The railway 
lines connect with Delhi, Peshawar, Calcutta and Madras. 

Natives Are Best Managers 
The greatest industrial activity of the port revolves 
around the manufacture of yarn and cotton cloth. Great 
steam spinning and weaving mills are maintained in turn- 
ing out the manufactured cloth. In 1916, of a total of 
6,840,000 spindles, and 110,300 looms engaged in the tex- 
tile industry in India, it was found that one-third of these 
spindles were located in or near Bombay, and of the 
2,200,000 bales of cotton consumed, over half was consumed 
at Bombay. Hand-loom weavers are in a great majority 
over the number of power-loom weavers. Most of the 
machinery used is of British manufacture. The native 
Indians are recognized as conducting the best managed 
mills in Bombay, and the number of skilled weavers em- 
ployed in the industry is rapidly increasing. 

The war has had its effect m changing the source to 
which Bombay presidency formerly looked for its supply 
of aniline and alizarine dyes. Switzerland, Italy, Ger- 
many, and Belgium supplied most' of the aniline dyes in 
pre-war days, and Germany and Great Britain were de- 
pended upon for alizarine dyes. A decline in imports from 
Switzerland and Italy, and the practical cessation of ship- 
ments from Belgium and Gernjany, resulted in putting the 
United Kingdom in control of the trade in alizarine dyes 
in 1917, and imports of aniline dyes began a steady in- 
crease. The United States entered the market with 2,086 
pounds of aniline dyes in 1916, and the following year 
imports rose to 370,869 pounds, for which greatly increased 
prices were received. The aggregate value of the 1917 
shipments amounted to $1,253,956. 

Is Now a Leather Exporter 
Hides previously sent abroad for tanning are now tanned 
locally, another change wrought by conditions imposed by 
the great war, thus putting Bombay down as an exporter 

The Mall Induitrlal DIttriet— Copyrighted by Underwood & Underwood 

Digitized by 




View from Rajabal T*wer— Copyrighted by Underwood and Underwood 

of leather. Shipments of hides to the United States have 
been increasing steadily during the last few years. 

The principal countries trading with Bombay are the 
United Kingdom, Japan, Java, and the United States. 
Japan and the United States have shown the greatest in- 
creases in imports to Bombay. The most important re- 
cent gains by the United States have been in aniline dyes, 
hardware, metals, motor cars, and wood products. Other 
imports received from the United States are chemicals 
and chemical products, drugs and medicines, electrical ap- 
paratus, kerosene oil, print paper and tobacco. 

Bombay exports chiefly to China, France, Hongkong, 
Italy, Japan and the United Kingdom. Exports to the 
United States totalled only $5,000,000 in 1916, which was 
much less than received by the other countries. 

Principal Imports: Apparel, chemicals, drugs and 
medicines, fruits and vegetables, glass and glassware, 
hardware, implements and tools, liquors, textiles and other 
machinery, matches, metals (aluminum, brass, bronze, 
copper, iron and steel), motor cars, kerosene oil, paper 
and pasteboard, precious stones, railway plant and rolling 
stock, spices, cotton twist and yarn, piece goods, silks. 

Exports : Dyeing and tanning material, grain, pulse and 
flour, skins, leather, oil seeds, tea, cotton, raw wool. 

Consular Representation: Belgium, Brazil, Chile, Cuba, 
Denmark, France, Italy, Japan, Netherlands, Norway, 
Spain, Sweden, Switzerland, United States (Selby S. 
Coleman, vice-consul). 

Names of Importing and Exporting Firms: Bombay 
• Co. (coal importers), Bhimji Jayray & Co., Allen Bros. & 
Co., Lyon, Lord & Co., Ltd. (cotton exporters), The Napier 
Trading Co., Ltd., Par & Co., Danny & Co. (shoe import- 
ers), Ro^)erts John & Co., Ltd. (furniture importers), M. 
B. Mehta & Co., Cooper & Co., Continental Commercial 
Trading Co. 

Steamship Lines: Asiatic S. N. Co., Bombay and 
Africa, Bombay and Persia, British India S. N. Co., 
Nippon Yusen Kaisha, Occidental & Oriental S. S. Co., 
Osaka Shosen Kaisha, Pacific Mail S. S. Co., P. & O. S. N. 
Co., Wilson Line. 

Accommodation: Anchorage is on west side of harbor. 
Extra spring rise, 17 feet; ordinary, 14 to 15 feet; north 
rise, 11 feet. There are three wet docks, the Prince's 
(30 acres, 14 ft on sill), Victoria (25 acres, 16 ft. on sill), 
and Alexandra docks (495^ acres, inner sill 23 ft., outer 
sill 27 ft.), and two dry docks, the Merewether dry dodk 
(500 ft. long by 65 ft. 6 in. wide by 14 ft. on sill), entered 
from Prince's dock, and Hughes dry dock (1,(X)0 ft. long 
by 100 ft. wide and 22 ft. on sill, divided near the center 
so that it can be used as one or two docks), entered from 
the Alexandra dock. Hydraulic cranes available for use 
in the wet docks one to lift 100 tons, one 30 tons, one 5 
tons, four 6 or 3 tons, 68 at present to lift 35 cwt. and 113 
to lift 30 cwts. There are besides five other dry docks, 
belonging to the government, the P. and O. and B. I. S. N. 
Co., and a patent slip privately owned. 

Port Charges : Port dues, 1 anna per rcg. ton per 
month; Prince's, Victoria and Alexandra dock dues, 1J4 
pies per ton per diem on vessels under 1,500 tons, and 2 

pies on vessels of 1,500 tons and over; cranes (30 and 35 
cwts.) hired at rs 6 per diem. Charges at the docks on 
goods vary according to class. The import wharfage on 
cotton piece goods is 6 annas a bale up to 400 feet, and 12 
annas over 400 feet ; iron rs % per ton ; grain, 12 annas per 
con; seeds (oil), 12 annas per ton; other than oil seeds, rs 
1-12 per ton : cotton raw, Indian pressed, 4 annas per bale of 
3J^ cwt.; American or other pressed, bale of 4 cwt., or 
over, 6 annas ; Egyptian, 6 cwt. bales, 6 annas ; kerosene oil 
and coal are discharged into lighters in the stream; kero- 
sene in bulk is discharged at the bulk oil steamer berth at 
Alexandra dock; non-dangerous petroleum in bulk can be 
discharged in docks at a special berth 6 pies per eight Im- 
perial gallons. 

Pilotage: In and out of harbor, for sailing vessels and 
steamers from 100 tons upwards, during the fair season 
and during the S. W. monsoon; the S. W. monsoon com- 
mences June 1 and ends September 30. Steamers, mini- 
mum 100 to 300 reg. tons. Fair season rs. 25. S. W. 
monsoon seasons rs. 37. Sailing vessels, Fair Season, 41 
rs. S. W. monsoon season rs. 62. Steamers, maximum 2,100 
to 2,200 reg. tons, Fair season rs. 72. S. W. monsoon 
season rs. Si. Sailing vessels, Fair season rs. 120 S. W. 
monsoon season rs 140. And an increase of rs. 4-2 for 
every 100 tons or part, on sailing ships, and rs 2-8 for 
every 100 tons, or part, on steamers above this tonnage 
during Fair season; and in addition thereto an extra rate 
of rs 20-10 on sailing ships, and rs 12-6 on steamers dur- 
ing S. W. monsoon. Transporting fees in ships: 1,500 
tons and upwards, rs 30; 1,000 tons to 1,500 tons, rs 25 
under 1,000 tons, rs. 20. Steamers using their own engines: 
from one berth to another south of Cross Island or to or 
from any of the docks or to any berth north of Cross 
Island, or vice versa, rs. 20; transporting north of Cross 
Island rs 15; sailing ships or steamers towed to or from 
any dock north of Cross Island from or to fixed moorings 
north of Cross Island will be charged rs 15. Fees at the 
above rate shall cover the services of a pilot for all duties 
connected with the movement, anchorage or mooring of 
a vessel entering or leaving port for a period of 12 hours 
from the time of joining the vessel, but if his services are 
required for more than 12 hours, an additional transport- 
ing or attendance fee, as the case may be, shall be charged. 
For taking a vessel from Butcher Island, Pir Pao, Hog 
Island or Nocar Point to sea, or to any point or mooring in 
the harbor, or vice versa, and for vessels proceeding on a 
trial-trip, a single pilotage fee shall be charged ; but where 
a vessel proceeding to sea from Butcher Island, Pir Pao, 
Hog Island or Nocar Point is at the wish of the master 
anchored in the harbor to complete ship's business, then a 
pilotage fee and a half shall be charged. Vessels arriving 
with gunpowder, or not moored in the harbor, on the day 
of arrival, shall pay an attendance fee of rs 20. Water is 
supplied to shipping in harbor at rs. Vb per ton. 

Towage Steam or sail. Assisting a vessel at the dock 
entrance, rs 50; if tug attends, but is not used rs 30; 
towing a vessel through the dock channel to or from a 
berth north of Cross Island, of 1,500 tons reg. rs. 100; tow- 
ing from the docks to anchorage south of Cross Island or 
vice versa, similarly, rs 1(X) and 150. Towing from dock 
or stream to Sunk Rock or vice versa, similarly, rs 150 
and 200. Towing from dock or stream to Floating Light 
or vice versa, rs 200 and 250; detention of tug per half 
hour, rs 25; remooring a vessel, rs 100; attending a vessel 
on fire, first 24 hours, rs 150; second, same., rs 120. Note 
rupee— J4. 


Queenslandy Australia 

Position: Latitude 27 degrees 30 minutes soiuh. 
longitude 152 degrees 58 minutes east. 

Population: 51,680. 

Moreton Hay is the sheet of water separating Str.iM- 
broke and Morcton islands from the mainland. 

Cape Moreton is in latitude 27 degrees 2 minutes 17 
seconds Si>uth, longitnde 153 degrees 29 minutes ea*it, 
and is a telegraph and signal station. The pilots cruise 
inside the cape during the day, and strangers should 
not attempt to enter without one. 

Digitized by 




The north or Howe channel is that most used. It 
has a depth of 20 feet at low water, and is lit for 
use at night by leading lights placed on the western 
shores of Moreton island; but by going further to the 
northward some 20 miles, and using the northwest 
channel, the port can be entered by day with nothing 
le>s than six fathoms. 

Berthage: %d. per ton per day on gross register. 
Towage:' £15 to £20 in the Brisbane river. 
Water: 4s. per 1,000 gallons. 

Brisbane Port and Shipping Charges 

Reporting at customs: Entry in, with cargo, £S 5s.; 
clearing out, with cargo, £5; entering in, in ballast, 

VIetMla Bridfe at Brisbaae — Copyrli^ted by Underwood & Underwood 

The anchorage at the roads oflF the mouth cf the 
Brisbane river is about 30 miles from the cape. Ves- 
sels unable to ascend the river to Brisbane anchor 
here in four fathoms, about three miles from the 
shore. The holding ground is good and the anchorage 

At present 11 feet at low water springs can be 
carried from the roads to town, the rise and fall vary- 
ing from five to seven feet. With good tides, there- 
fore, vessels drawing 20 feet can come up to the 
wharves in Brisbane, and have no difficulty in passing 
up and down the river by night and day; indeed, from 
the way in which the channel is lighted with leading 
lights, it is almost easier to navigate by night than day. 
Sailing vessels require to be towed. 

The government dry dock at Brisbane is 430 feet 
long on the blocks 60 feet wide at the entrance, and 
19f^ feet over the sill at high water. There are alsc 
three patent slips. 

Port Charges 

Steamers calling at Brisbane, Rockhampton, Bunda- 
berg, Townsville. and all other Queensland ports are 
subject to the following port charges, viz.: 

Light dues: 9d. per ton on net register covers a 
period of 3 months. 

Harbor dues: Inward and outward, 2s. per ton. 

£2; clearing out, in ballast, £2. 

Noting protest: Foreign, £1; intercolonial, 10s. 6d. 

Tonnage or wharjf dues: >^.d. per ton per day on 
gross tonnage, divisible into quarter days; 9d. per ton 
on net reg. tonnage, payable at first Australian port, 
and expires three month later. 

Ballast: Sand ballast, 2s. to 2s. 3d. per ton; stone 
ballast, 3s. to 4s. per ton; shingle ballast, 4s. 6d. to 
Ss. 6d. per ton. 

Vessels arriving in ballast would have to pay Is. 
per ton for discharging. Lighters might carry it away 
free to other vessels ballasting, but if it had to be 
discharged from lighters the expense would be rather 

Clerking: Delivery clerks, 10s. per day. 

Wharf accommodation: There are plenty of wharves 
available for the discharge of vessels up to 400 feet. 
Drydock for use by smaller vessels: Depth of water 
from 24 to 26 feet. 

Exempt masters: Steamers or sailers pay 6d. per 
ton per month. 

There is a Government graving dock, 430x50x19 feet. 

Imports: Chiefly manufactured goods. 

Exports: Wool, meat, tallow, hides, ores. 

Names of Importing and Exporting Firms: Geo. 
Wills & Co. Ltd., Dalgety & Co. Ltd., Brabant & Co., 
Thos. Brown & Sons Ltd., Smellic & Co. Ltd., E. Rich 

Digitized by 




& Co. Ltd., J. C. Hutton Pty., Alex, Stewart & Sons, Fin- 
ney Isles & Co., Taylor & Colledge. 

Steamer Lines using the Port: Blue Funnel, P. & O. 
Branch Service, P. & O. S. N. Co., White Star, Aber- 
deen, Orient, Clan, Commonwealth & Dominion all 
U. K. Nippon Ynson Kaisha, Australian, Oriental, 
China, and Japan. 

Consular Representation: France, Belgium, United 
States, Chile, Denmark, Greece, Netherlands, Norway, 
Panama, Russia, Spain, Switzerland, Sweden, Italy. 

Pilotage: Compulsory. Inwards, on net. reg. tonnage. 
6d. per ton; outwards, on net reg. tonnage, 6d. per ton. 
If steamer is in ballast, a pilotage rate of 3d. per ton 
on net reg. tonnage is charged each way. Any foreign 
or intercolonial vessel, the master of which is not 
exempt from pilotage, shall if cleared for more than 
one port in Queensland pay one pilotage rate of 8d. 
per ton at the first port entered, and one pilotage 
rate of 4d. per ton at the second port of entry, but 
shall not be required to pay any further pilotage at 
any other port included in her original clearance. 
Vessels, whose original port of clearance and final 
port of discharge are not within the Colony, calling 
at any Queensland port, but not carrying cargo coast- 
wise, shall be exempt from the payment of pilotage 
rates, but shall pay on all passengers and cargo landed 
or shipped, the undermentioned dues, as follows: For 
every ton of cargo, 1/6; for every passenger, 1/6; for 
every head of horses or horned cattle, 1/6; for every 
sheep, 2d. 

Stevedoring: Discharging general cargo, inclusive 
of winchmen, unless otherwise stated, weight and 
measurements according to Ship's Manifest; measure- 
ment 2/6 per ton, weight, 3/- per ton. Special rates; 
rails, fishplates, pig iron, girders, plates, pipes and tubes, 
3/3 per ton; plate glass, 7/9 per ton; slates, bricks, 
scrap iron and tiles. 5/- per ton; salt (rock), 3/3 per 
ton. Timber and grain to be dealt with as occasion 
arises. Discharging heavy lifts: Rates per ton, over 
2 tons and under 3 tons, 5/-; over 3 tons and under 
5 tons, 20/-; over 5 tons and under 10 tons 25/-; over 
10 tons and under 15 tons, 40/-; over 15 tons and 
under 20 tons, 50/-; above 20 tons — by arrangement. 
The excess of the measurement over the weight to 
be charged at measurement rate of 2/6 per ton. 

Overtime cost per hour: General cargo, 2/7j^; re- ' 
frigerated cargo, 2/11%, Cost oer hour for general 
labor, 1/9; refrigerated cargo, 2/1. 

Lighterage: No fixed rates; general cargo, per ton 
D. W. or measurement from 3/3 to 3/6. Waiting time, 
when incurred, to be paid in addition to regular rates. 
If the work is performed on holidays or Sundays or 
in overtime hours, the actual cost of labor in excess 
of the ordinary day working rate will be charged be- 
sides regular rates. Lighter takes cargo from edge of 
wharf, or if practicable from ship's gear, and delivers 
to edge of wharf or to ship's gear. There are no 
fixed rates for lighterage at present, but those given 
are indicative of the rates that w;ould be charged. 

Demurrage: The periods of time before demurrage 
commences, from time of being ordered, which shall 
apply for each separate job, to be as follows: For 
quantities of SO tons or under, 24 running hours; 
for quantities of from 50 to 75 tons, 36 running hours; 
for quantities of from 75 to 100 tons, 48 running hours; 
for quantities exceeding 100 tons, 48 running hours to 
be allowed for the first 100 tons, and laying hours 
for the balance to be as arranged. The rate chargeable 
for demurrage on lighters when the foregoing limits 
are exceeded, to be a minimum of 5/- per hour for a 
small lighter. Large lighters 15/- per hour. These 
rates provide for lighter loading at one berth and dis- 
charging at another berth. For any deviation from 
route, or for any additional shift, an extra charge will 
be made. 

Loading charges: General cargo, inclusive of winch- 
men, weight or measurement according to Ship's Mani- 
fest, unless otherwise stated. Rates for taking in and 
stowing only: Dumped or undumped wool and cotton, 
1/9 per bale; taking in for re-stowage elsewhere, 1/- 

per bale; leather, skins, basils and dry hides, 2/6 per 
bale; tallow, 4/6 per ton; wet hides, including: spread- 
ing, 9/- per ton; wet hides in bags, single or rolls. 5 - 
per ton; dry hides — ^loose, 7/6 per ton; trimmings. 

flue pieces, hoofs, herns and bones in bags or balef. 
/- per ton; lead, tin, bullion, metal and bag^ged ore. 
3/- per ton; copper blister, 3/ per ton; timber, 10 - 
per 1000 s. ft; general cargo, 4/- per ton. 

Loading refrigerated cargo, inclusive of "wrinchmen: 
Frozen cargo, excepting butter, 5/3 per ton; butter, 5/3 
per ton of 40 boxes; cheese^ 6/- per ton. 

All expenditure for overtime and extra labor to be 
charged to steamers, plus Worker's Compensation In- 
surance, plus a fee of 15 per cent for supervision. 

Eastern and island steamers to be charged all costs, 
plus Worker's Compensation Insurance, plus 15% super- 
vision without responsibility, excepting in case of wool 
for which 1/9 per bale is to be charged for taking in 
and stowing. 

Length and Depth of Wharves 

A. U. S. N. Co. Ltd 

Wharves f Howard Smith, Ltd., 
Brisbane • & W. Collin & Sons 

Ltd. I Ltd. 

Birt & Co. Ltd 

Coal Wharf (Sth. Brisbane) 

Railway (Pinkenba) 

Brisbane Steve. & W. D. Co. Ltd. 

Dalgety & Co. Ltd 

Adelaide Steamship Co 


Brisbane Milling Co 

Mercantile Wharf & Stevedoring 


Thos. Brown & Sons, Ltd 

Australian Meat Export Co., Ltd. 

Clan Line 

Borthwick & Sons (Aust.) Ltd. 

Q. M. E. Co., Ltd 

Colonial Sugar Refinery Co 








24' & 26 































Position: Latitude 3 degrees 48 minutes north, 
longitude 77 degrees 12 minutes west. 

Population: 4,000. 

Accommodation: Vessels anchor with draft of 
24 feet; good harbor. 

Imports: Textiles, food stuffs, flour, kerosene, hard- 

Exports: Coffee, gold, emeralds, rubber, tagua nuts, 
hides, skins, Panama hats. 

Steamer Lines Using the Port: English steamers call. 
Colombia landing place of West Coast Cable Co. 

Names of Importing and Exporting Firms: Adolfo 
Cuenas, luri & Cobo, B. Lopez & Co., Perez & Co., A. 
Pagnamenta & Co., Hing Chon Chan & Co. 

One of the most important Colombian ports on 
Pacific. Situated on Cascajal Island. Any kind of 
steamers may come close to shore. No principal ports 
on Pacific Coast. Goods are generally delivered at 
Panama and sent by rail or coast boats. Buenaventura 
is destined to become important for all the western 
region of Colombia. It is the port for the interior city 
of Cali which has a population of about 30,000 and b 
considered one of the most advanced cities of the 

Western Australia 

The harbor is situated in Koombana Bay at the 
entrance to Leschenault estuary, 107 miles from Perth. 
Population: 3,560. 

Digitized by 




Pilotage: Compulsory. Maximum charge, £11; re- 
movals, under 1,000 tons, £2; over 1,000 tons, £3. 

Port Charges: Tonnage dues, 3d. per ton reg. Berth- 
ing, Id. per ton on cargo or ballast, loaded or dis- 
charged. Light dues, 2d. per ton reg. inwards or out- 

Accommodation: Harbor protected by 4,800 foot mole. 
Jetty, 4,238 feet long which has berthing head 1,768 
feet long and 47j^ feet wide, with 27-foot depth at 
sea end, and 14 feet at inner end, ordinary spring 
tide. Viaduct connecting jetty with Bunbury Rail- 
way tracks. 

Cranes, 2S-ton, two S-ton, and one 3-ton. Jetty has 
10 berths. Railway connections with Perth. 

Imports: General. 

Exports: Wheat, tin, wool, coal. 


Qaeensland, Australia 

Bundaberg's importance lies in the large agricultural 
district of which it is the center. The town is situated 
on the Burnett river, and is 217 miles north of Bris- 
bane, and to which rail and steamer service is main- 
tained. Population, 12,000. 

Position: Latitude 24 degrees, 53 minutes south, 
longitude 152 degrees 51 minutes east. 

Pilotage: 5d. per ton. 

For port charges see Brisbane. 


Queensland, Australia 

Position: Latitude 16 degrees 54 minutes south, 
longitude 145 degrees 44 minutes east. 

Population: 6,500. 

Pilotage: 4d. per ton. 

Port charges: Harbor dues, 4/ per ton inwards or 
outwards. Other rates same as Brisbane. 

Exports: Minerals, sugar. 

The distance to Brisbane is 900 Miles. 



Position: Latitude 22 degrees 34 minutes north, longi- 
tude 88 degrees 20 minutes east. 

Population: 1,300,000, with suburbs. 

Calcutta, the second largest city in the British Empire, 
is situated on the left bank of the river Hooghly, an arm of 
the Ganges. It is the chief port of India and the ninth 
largest port in the world. Approximately two-thirds of 
the commerce of British India is carried on in Calcutta. 
Connected with the rich interior districts by railways and 
rivers, Calcutta is situated so as to receive the products 
of export from what is the richest producing country in all 
of India. The commodities brought to Calcutta by river 
boats and railways keep the wheels moving in hundreds 
of factories, mills, and other industries in the vicinity of the 

The city is spread out along the banks of the Hooghly 
for a distance of about 5 miles, and extends back from the 
edge of the river for a distance varying from one to two 
miles. The breadth of the river opposite the city ex- 
tends from a quarter to three-quarters of a mile. The 
harbor, which is controlled by a board of port commis- 
sioners, affords excellent anchorage, and is equipped with 
ten graving docks and dry docks running from 225 feet to 
710 feet in length. Ships drawing 30 feet can ascend from 
the sea — about 86 miles distant — to Calcutta. 

4 Benefited by Railways 

The communications of Calcutta afford great facilities 
for the extensive commerce carried on within the port. 
Three important railway lines, running to various parts 
of India, operate out of Calcutta and Howrah — the East 
Indian Railway, and the Eastern Bengal State Railway 
terminate at Howrah, on the opposite side of the river. 

These lines give Calcutta connection with Bombay, Be- 
nares, Delhi, and Gulunda. Howrah and Calcutta are 
connected by a huge pontoon bridge costing over a million 
dollars, it being used by foot passengers and vehicles. It 
opens at one end to permit the passage of boats up and 
down the river. 

Water communication is carried on in three directions. 
Several rivers running east converge with the Brahma- 
putra ; the Hooghly and Nadiya rivers wind their way north 
to the Ganges, and the Midnapur Canal throws a connect- 
ing link into the western districts. 

Calcutta, the world's premier exporter of jute, receives 
this product largely from Bengal. Jute exports average 
about $144,000,000 annually. India's manufactured jute 
goes to all parts of the world, the largest buyers being the 
United Kingdom, Russia, Australia, Chile, the United 
States, France, Cuba, Java, and Argentina. Shipments of 
gunnies to the United States have been steadily increasing, 
and during 1918 one ship sailing from Calcutta carried 
800 tons of gunnies, valued at $2,000,000 to that country. 
There are numerous large jute manufactories in Calcutta 
and the immediate vicinity. 

Passing of the Wooden Plow 

The cultivation of tea, cotton, wheat, rice, linseed and 
other seeds, and indigo is carried on extensively in the 
districts from which the metropolis of India draws its' 
products. Much of the wheat of the northwest, and tea 
of Assam finds an outlet at Calcutta. The enormity of the 
agricultural industry, which sustains about two-thirds of 
the population, and its steady development along more scien- 
tific lines, is gradually causing the disappearance of the 
primitive cultivation methods so long in use. The traditional 
bullock-driven, country nagar, a plow composed of wood 
shod with an iron point as a share, and fitted with a 
wooden pole, is being supplanted by modern farm imple- 
ments. European and American reaping and threshing 
machines are coming into use. Further stimulus is being 
given the introduction of modern methods by a growing 
shortage of labor and advances in the scale of wages. 

Calcutta and its suburbs abound in factories, mills, and 
foundries of almost every description. There are large 
jute manufactories, iron works, timber yards, cotton 
spinning and weaving manufactories, paper mills, bone 
mills, flour mills, rice mills, oil mills, shellac factories, 
indigo factories, match factories, a saltpetre refinery, pencil 
factory, ice factory, chemical works, sugar works, paint 
works, jute presses, foundries and roperies. 

The vessels of several large steamship companies ply 
the rivers, engaging in an extensive coasting trade, partic- 
ularly among the Orissa ports. 

QllmPM of the GrMt Harbor— Copyrighted by Underwood & Underwood 

Digitized by ' 




Imports and Exports 

Imports: Coal, iron, salt, apparel, hardware, stationary 
machinery, malt liquors, wine and spirits, petroleum, flour, 
tobacco, cotton goods. 

Exports: Jute and jute goods, opium, tea, grain and 
pulse, oil seeds, raw cotton, indigo, hides and skins, silk 
and silk goods, wheat, indigo, coffee, teak, sandal wood, 
ebony, rice. 

Names of Importing and Exporting Firms : Shaw Wal- 
lace & Co., Allen Berry (motor vehicles and accessories), 
Allen Yule & Co., Anderson, Wright & Co. (castor oil), 
Oosman Jamall & Co., British Thomson & Co., Ltd. (elec- 
trical supplies), Siddessur Sen Co., M. N. Mehta, Bengal 
Paoer Mill Co., Masuda Trading Co., Ltd. 

Steamship Lines: American and Indian Line, Austra- 
lian and Indian Line, China Mutual S. N. Co., Harrison 
Line, Indo-China S. N. Co., Java-Bengal Line, Netherlands 
Royal M. S. N. Co., Nippon Yusen Kaisha, Occidental- 
Oriental S. S. Co., Ocean S. S. Co., Orient Royal Mail 
Packet Line, Pacific Mail S. S. Co., P. & O. S. N Co., 
Rotterdam Lloyd S. N. Co., Royal Packet S. N. Co., Rus- 
sian Volunteer Fleet, Toyo Kisen Kaisha. 

Consular Representation: United States (James A. 
Smith, consul-general), Spain, Norway, Argentine, Bel- 
gium, Japan, Mexico, Netherlands, New Zealand, Bolivia, 
Brazil, Chile, Costa Rica, Ecuador, France, Guatemala, 
Peru, Russia, Siam, Sweden. 

Accommodation : Ships of SfiGO tons can ascend to city, 
where jetty and mooring accommodations may be had. The 
pilots practically take vessels of any draft up and down 
the river, but the maximum draft may be called 30 feet 
Ten graving and dry docks, length from 225 feet to 710 
feet. Ample fixed and floating cranage accommodations 
Port charges: Harbormaster's fees vary according to 
the work required. Hospital dues, 4^ pies per ton. 
Transporting, each way, 14rs. Hauling in and out of 
moorings, 16rs each operation. Mooring hire ranges from 
IJ^rs for vessel under 200 tons to ISrs for vessels of 
3,000 tons and upward. Port dues, 4 annas per ton cargo, 
and 3 annas ballast Loading and unloading ; general 3yi to 
4 annas per ton, and 5 annas per ton for timber. Pilotage, 
compulsory above Eastern Channel Light. Sometimes, 
owing to the state of the bar in the upper reaches during 
neap tides, inward vessels, deeply laden, have to be neaped 
at Diamond Harbor. This takes place during the months 
of December to May inclusive. The pilotage is divided 
into twelfths for the convenience of charging intermediate 
or broken pilotage — ^viz., from sea to places short of Cal- 
cutta, and from and to intermediate places, as also for 
the purpose of the proportionate reduction, (one-fourth) 
being made when vessels are tugged by steam any portion 
of the distance. Steamers or sailing vessels taking steam 
any part of the distance are entitled to a reduction of 
one- fourth from the charges for such portion of the dis- 
tance. Towage. No tariflF. A written agreement is al- 
ways drawn up. 



Position: Latitude 27 degrees 3 minutes south, 
longitude 75 degrees 53 minutes west. 

Population : 4,500. 

Pilotage: Not compulsory. $40 C. Cy., sailers or 

Port Charges: Customs, $29.60 revenue stamps. 
Light and hospital dues, $75. (Pesos.) Other charges, 
agent's fees, $50; captain of port, $9. (The foregoing 
amounts given are pesos, three equal to $1.00 Am. gold, 
at present exchange, 17 pence.) 

Stevedoring: Rates for loading cargo, $1.50. Rates 
for discharging cargo, $2.00. Overtime cost per hour, 
double ordinary charges. Cost per hour for general 
labor, $10 per day. Lighterage, cost per ton, $L50. 
Lighterage, cost per lighter per day, $10.50 to $12. 

Accommodation: Government wharf. The bay is 
always quiet, and affords good moorings. Depth, 10 
to 30 fathoms. There is hardly ever a working day 
lost in a year, the harbor being recognized as one of 

the best on the coast Passenger mole; railway and 
customs mole; discharge 250 to 350 tons per day; lift 
20 tons by crane; 5 steam, 2 hand cranes. 

Imports: Mining and agricultural machinery; coal, iroo 
bricks, sugar, candles. 

Exports: All classes of minerals, copper matte, bars, 
gold, silver, chinchilla, skins. 

Names of Importing and Exporting Firms: Josiah 
Rogers, Emilio Maggi, Cruz A. Lopez, Jacue e Hijos. 
B. Tornini i Cia, Luis Maldini, American Smelting 
and Refining Co., Juan Tomas Mcrong, Dellard Fireres. 

Steamer Lines Using the Port: Pacific Steam 
Navigation Co., Cia Sud Americana de Vapores, North 
Pacific Line, New York Pacific Line, Merchants Line. 
Lamport & Holt. 

Consular Representation: United States, Great Bri- 
tain, Peru, Bolivia, Mexico. 

The Copiapo Railroad, built in 1848» was the first rail- 
way established in South America. The line runs to 
Copiapo, capital of the province, and there branches 
out in three directions. Two of the roads serve the 
mining districts, and the third follows the river to 
San Antonio, traveling through a country rich with 


Position: Latitude 12 degrees 4 minutes south, 
longitude 77 degrees IS minutes west. 

Population: 35,000. 

Pilotage: Not compulsory. 

Port Charges: . Discharging, foreign merchandise, 
$1.36 per metric ton; coal, $1.02; lumber per ton of 
423 48/100 ft., $1.02; merchandise, (Peruvian Coast), 68c 
Loading, all kinds of merchandise, about 68c per metric 
ton and 30c per ton. Light dues, 2c silver per ton, 
payable every time vessel enters port. Hospital tax. 
4c ton. Established steamship lines pay ^c per ton. 
Anchorage dues, 20c per ton payable every six month. 
Ballast, $1.34 per ton. Stamped paper for obtaining 
clearance from Prefecture and Custom House. $L64. 
Captain of the port, $2.50 for signing sailing license 
and crew lists. Bill of Health free. 

Accommodation: Anchorage in 7 to 10 fathoms. 
5-ton steam cranes; 35-ton iron shears. Floating dry 
dock 385 feet long lifts vessels of 7,000 tons, with 
draft of 22 feet of water. 

Imports: Textiles, mining machinery, railway sup- 
plies, farm machinery, general merchandise. 

Exports: Copper, gold, silver, mercury, vanadium, 
quinine, wool, sugar, hides, petroleum. 

United States Consul General: Wm. M. Handley. 

Callao is one of the most important ports along the 
Pacific Coast of South America since it is the port for 
Lima, (Population 200,000) the capital of the country, 
which is about 8 miles distant. A splendid electric 
railway service is maintained to Lima from Callao, 
the trip lasting about 20 minutes. The docks are quite 
modern and large vessels may unload on them. The 

Calla*, Port for Una 

Digitized by 




majority of the vessels anchor a short distance from 
the shore and goods and passengers are taken on 
lighters to the land. Railways lead from Callao to the 
capital, and to interior points of the republic. 



Position: latitude 23 degrees 70 minutes north, 
longitude 113 degrees 15 minutes east. 

Population: 900,000. 

Pilotage: Not compulsory. Whampoa to Hongkong, 
Macao, or sea, and vice versa, 6 to 10 ft., $12.50; over 
10 to 18 ft. $25; over 18 ft. to 20 ft. $30; over 20 ft. to 
22ft. $40; over 22 to 23 ft. $50; over 23 ft. $60. Wham- 
poa to Canton and vice versa, under 12 ft. $10; over 12 
ft. $15. Sailing vessels, Whampoa to Hongkong and 
vice versa, 5 cents per ton. 

Port Charges: All port charges covered by China 
Coast Tonnage Dues, viz., Haikwan Tads 0.40 per net reg. 
ton, payable every 4 months. 

Stevedoring: For loading and discharging cargo, 
although no fixed rate, the usual price paid is about 
10 cyits Mex. per ton. Overtime cost, say 50c Mex. 
per man from 6 p. m. to midnight, and 50c Mex. mid- 
night to 6 a. m. Cost for general labor, 50 cents Mex. 
per day per man. Lighterage, cost per ton, no fixed 
rates. Lighterage, cost per lighter per day, $6 for 60 
ton lighter. 

Accommodation: Only private wharves of river 
steamer lines and China Navigation Co. Ltd. Nearest 
docks at Hongkong. Draft of water, say, neap tides 13 
to 14 feet; spring tides, about 17 feet 

Imports: Rice, sugar, cotton and woolen piece 
goods, kerosene, general. 

Exports: Silk, cassia, matting, preserves. 

Names of Importing and Exporting Firms: Deacon 
& Co. Ltd., Dodwell & Co. Ltd., T. E. Griffith, Ltd., 
Jardine, Matheson & Co. Ltd., Reiss ^ Co., Shewan, 
Tomes & Co. 

Steamer Lines Using the Port: Hongkong-Canton- 
Macao Steamboat Co., river steamers running between 
Hongkong and Canton; Indo China S. N. Co. Ltd., 
China Navigation Co. Ltd., China Merchants S. N. Co., 
running to China coast ports. 

Consular Representation: Great Britain, United 
States (A. W. Pontius, consul general), France, Russia, 
Japan, Italy, Portugal, Norway, Sweden, Holland. 

Practically all cargo imported from or exported to 
European or American ports is transhipped at Hong- 
kong, being carried between that port and Canton by 
river steamers. 

Harbor Regulations 

1. The term "vessel" in these regulations refers 
to vessels of foreign type. Regulations concerning 
native type craft are embodied herein only insofar 
as is necessary for their due control when working 
in connection with foreig^n type vessels. They are 
regulated in other respects by special notifications. 

Whampoa Anchorages 

2. The anchorages in Whampoa for vessels of for- 
eign type are: 

(a) For vessels other than those provided for in 
(b) and (c); that part of Cambridge Reach which lies 
between Cambridge Barrier and Gully Point. 

(b) For vessels with explosives, high inflammables, 
or mineral oil on board as cargo: that part of anchorage 
(a) which lies between Cambridge Barrier and the 
northwest point of No. 4 Flat Island. 

(c) For quarantine purposes: that part of Belcher 
Reach below the southeast point of First Bar Island. 

3. Vessels in anchorage (a) and (b) will be moored 
under the directions of the berthing officer. 

Canton Anchorages 

4. The anchorages at Canton for vessels of foreign 
type are: 

CMten V«tttablo Garden 

(a) For vessels other than those provided for in 
(b) and (c); that part of the river which is limited 
to the southward by Macao Fort, to the westward 
by Lochun Creek and the Puntong Railway bridge, 
and to the eastward by Shekchung Creek and Chunlung 

(b) For vessels with mineral oil, etc.; that part of 
anchorage (a) which lies between Vegetable Creek and 
Bird's Nest Rock. 

(c) For quarantine purposes, for vessels with ex- 
plosives, or with highly inflammable cargo: that part of 
anchorage (a) which lies between Macao Fort and 
Vegetable Creek. 

5. Vessels entering anchorage (a) in the Back Reach 
will be boarded by a berthing officer, who will direct 
them to proper berths. 

6. River and coast steamers which have determined 
berths are allowed to proceed to them without stoppage, 
except as provided for in clauses Nos. IS, 23, 24, and 
26 of these regulations. 

7. Vessels shall moor in accordance with instruc- 
tions received from the harbor master, and shall not 
shift their berths without a special permit, except 
when outward bound after having obtained their clear- 
ance papers. 

8. Applications for permission to shift berth must 
be made at the harbor office by the master, the first 
officer or the pilot in charge, when the necessary in- 
structions concerning the berth will be given. If a 
vessel be instructed by the harbor master to shift 
her berth, she shall do so. 

9. A vessel mooring in the harbor after dark shall 
keep steam handy till her position has been verified 
by the berthing officer in the morning. If out of posi- 
tion she is at once to re-moor in accordance with the 
direction of the berthing officer. 

Navigation Rules 

10. Vessels are required to conform to the "Inter- 
national Regulations for Preventing Collisions at Sea." 

11. No vessels, whether of foreign type or native 
type, shall anchor in or otherwise obstruct the fair- 
way within the anchorages and the approaches thereto. 

12. Vessels under way within the anchorages or else- 
where within tHn river r.r the aooroaches thereto shall 
abstain from proceeding at a speed whereby their wash 
is injurious to other craft or property afloat or ashore. 

13. When vessels are warping to or from mooring 
buoys or wharves, and when swinging at wharves, a 
black ball,. 4 feet in diameter, must be hoisted at the 

Digitized by 




fore masthead, and no vessel shall commence to warp 
or swing until such black ball has been hoisted for 
ten minutes. 

14. (1) In the Back Reach, Central Harbor and 
West Reach; between the Harbor Limit at Macao Fort 
to the southward, a line drawn from Honam Point to 
the British Consular Jetty to the eastward, and the 
Harbor Limit at Lo Chun Creek to the westward: 

(i) Six boats may be towed (two of which are to 
be alongside and four astern) provided each boat towed 
docs not exceed 70 feet in length and 15 feet in breadth. 

(ii) Of boats of the "cargo boat" type, which exceed 
70 feet in length and 15 feet in breadth, four may be 
towed (two of which are to be towed alongside and 
two astern). 

(iii) Of the larger class of "rice junks" and "Hong- 
kong trading junk" not more than two may be towed. 

(iv) Of the "passenger boat" type (To suen) only 
one may be towed, and it shall always be towed 

(v) The distance from the stern of the towing vessel 
to the stern of the last vessel towed shall at no time 
exceed 200 feet, and the vessels towed astern shall be 
placed not more than three abreast. 

(2) In the Front Reach between the Harbor Limit 
at Shek Chung to the eastward and a line drawn from 
Honam Point to the British Consular Jetty to the 

(i) A vessel towing with the current shall at no 
time tow more than two boats and they must be towed 
alongside. If the vessel towed is of the large "rice 
junk" or "Hongkong trading junk" type not more 
than cne shall be towed at one time, and it shall be 
towed alongside. 

(ii) A vessel towing against the current may tow 
four boats (two of which are to be alongside and two 
astern) provided each boat towed does not exceed 70 
feet in length and 15 feet in breadth, and that the 
tow rope used for towing does not exceed 50 feet in 
length. When the boats towed are of the "cargo 
boat" type and exceed 70 feet in length and 15 feet 
in breadth not more than two shall be towed at one 
time. When of the large "rice junk" or "Hong- 
kong trading junk" type not more than one shall be 
towed at one lime. 

(3) In all sections of the harbor, and at all times, 
the vessel towing shall be of sufficient power to have 
complete command of the vessels towed. 


15. Vessels having on board as cargo any high ex- 
plosives or the specially prepared constituents of such, 
any loaded shells or more than 100 pounds of gun 
powder, any quantity of small arm cartridges in excess 
of 50,000 rounds, or any other fixed ammunition of 
which the aggregate quantity of powder charges ex- 
ceeds 1(X) pounds, shall berth in anchorages (b) at 
Whampoa or (c) at Canton, and shall fly a red flag, not 
less than 6 feet by 4 feet, at the foremast head. In 
regard to the discharge of same, they shall abide by 
the instructions received from the customs. Vessels 
having tc receive on board any such explosives shall 
observe similar precautions. 

This rule shall not apply to the quantity of small 
arm cartridges when carried in a properly constructed 
magazine, so fitted as to admit of its being flooded by 
a sea cock operated from the upper deck, in which 
case the number of such cartridges allowed to be 
carried is net limited. 

16. Any transfer by boat of explosives, arms, or 
ammunition, must be covered by a special permit, 
which will be issued at the harbor office upon the 
owner's written application giving the registered num- 
bers of the boats to be thus employed. 

17. Explosives conveyed by a lighter or cargo boat 
shall be effectively ccvered, either by being placed 
under deck or by means of mats or tarpaulins. 

18. Every craft of whatever description, other than 
men-of-war, conveying explosives through any part 
of the waters of the port shall exhibit a rejl flag, not 

less than 6 feet by 4 feet, at the foremast head or 
where it can best be seen; and in case of all boats 
or lighters thus employed which are not fitted with 
masts, the flag must be exhibited at a height of not 
less than 12 feet above the highest part of the deck 
or houses. 

19. A lighter or cargo boat having explosives on 
board in transit shall proceed directly to her destina- 
tion, sanctioned by the customs authorities, and shall 
not anchor nor make fast anywhere within anchorages 
(a) at Whampoa or Canton, except at such place of 

No such lighter or cargo boat shall move within 
these anchorages except in the daytime, and then only 
on a fair tide, unless propelled by engine power nr 
towed by a tug. 

20. Lighters or other boats conveying explosives 
from Whampoa shall proceed by the Back Reach, un- 
less they are destined for the Government wharf in 
the Front Reach. 

21. No fires, for cooking or any other purpose, and 
no smoking shall be allowed on board any lighter or 
other boat when going alongside a vessel which has 
explosives on board, nor while there are such explosives 
on board such lighter or boat. 

2.1, The storage of explosives of any sort shall not 
be allowed anywhere on or near either shore of the 
river or its affluents in the neighborhood of Canton, 
except with the permission of the Customs authorities. 

' Mineral Oil» Etc. 

23. Vessels arriving with mineral oil, spirits of wine, 
turpentine, or arrack as cargo shall be berthed m 
anchorage (b) at Whampoa or Canton, and must re- 
main there until all such cargo has been discharged. 

Vessels loading such cargo shall do so only where 
it is permitted to be discharged, and from there shall 
proceed to sea. 

Kerosene oil, in such limited quantities as may be 
approved by the Customs, may be carried within the 
limits -of anchorage (a) at Whampoa and Canton, in 
properly protected cargo boats. 

Bulk oil steamers are required to take all such pre- 
cautions as are customary in their trade. 

24. Vessels arriving with benzine, petroleum, naphtha 
or other high inflammables as cargo shall be berthed in 
anchorage (b) at Whampoa or (c) at Canton. 

25. No fires, for cookmg or any other purpose, and 
no smoking shall be allowed on board any lighter or 
other boat when going alongside a vessel which has 
mineral oil, naphtha, benzine, etc., on board, nor while 
there are any such mineral oil. naphtha, benzine, etc., 
on board such lighter or boat. 

Infectious Diseases 

26. Vessels arriving having infectious disease on 
board, or any disease suspected to be infectious, and 
vessels any of whose crew or passengers have died 
of an infectious disease, or of a disease suspected to be 
infectious, during the voyage, shall, as provided for in 
the Quarantine Regulations of the port, anchor in 
Whampoa anchorage (c) or Canton anchorage (c). 

Such vessels are, on approaching the harbor, to hoist 
the Quarantine Flag (letter Q), and keep it flying until 
pratique has been granted. No person shall be permit- 
ted to leave or board such vessel without a permit from 
the harbor master or the port health officer. 

Vessels arriving from any port declared to be infec- 
ted shall conform to the Quarantine Regulations. 


27. No wharves, jetties, pontoons, or bundings shall 
be established, no piles shall be driven, and no reclaim- 
ing or other riparian work commenced, without the per- 
mission of the harbor master. Application for such 
permission should be accompanied by an adequate plan 
of the proposed structure and a plan showing the local- 
ity concerned. 

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Google . 



28. No buoy shall be laid down without the sanction 
of the harbor master and his approval of its moorings. 

29. All buoys shall be subject to the control of the 
harbor master: and when they are so placed as to ob- 
struct the passage of vessels, or are not moored in 
such a way as to economize berthing space, the harbor 
master shall be at liberty to order them tc be shifted. 
In case of refusal or neglect on the part of the owners 
of a buoy to shift its position as directed by the harbor 
master, the latter may cause it to be removed at the 
cost of the owners. 

30. The harbor master is at liberty to periodically 
direct the moorings of buoys to be lifted for examina- 
tion and to direct the remedying of such defects as he 
may consider necessary. The cost cf lifting the moor- 
ings and effecting such repairs as the harbor master 
may consider necessary is to be defrayed by the owner 
.of the mooring. 

31. All unoccupied buoys must be lighted by the 
owners from sunset to sunrise. The kind and color of 
the lamp used is to be approved by the harbor master. 

32. When a buoy is unoccupied by a vessel of the 
owner thereof, it is at the discretion of the harbor 
master to assign the berth while not required by the 
owner to any vessel arriving, and no charge shall be 
made* by the owner for such use. 

33. The privileges accompanying the ownership of a 
buoy are not transferable by the owner thereof by sale 
or lease. 

34. Ballast ashes, garbage, refuse, spoil, obtained by 
dredging or otherwise, etc., must not be thrown into 
the river. Vessels wishing to discharge ashes or other 
refuse should hoist the International Code Flag Y at 
the fore truck, when a licensed ash boat will attend and 
take delivery free of charge." 

35. In the case of wrecks within the harbor or in the 
approaches to the port, which form a danger to navi- 
gation, if no active steps for removal have been taken 
within a reasonable time, as specified by the harbor 
master, the wreck will be removed or destroyed by the 
Nfarine Department of the Customs. 


36. Arc lights and other powerful lights on wharves, 
pontoons, banks of the river, and on board vessels shall 
be so screened or shaded riverwards as to avoid em- 
barrassment to navigators. 

Search lights shall not be used in such a manner as 
to embarrass navigation. 

37. The blowing of steam whistles or sirens, except 
for the purpose of signalling in accordance with the 
"Regulations for Preventing Collisions at Sea," or for 
the purpose of warning vessels of danger, is strictly 

38. (1) In order to facilitate the loading and dis- 
charging of vessels, six cargo boats, instead cf four, will 
be allowed abreast alongside vessels in the harbor and 
at the wharves. 

(2) Any cargo boats over and above the six abreast, 
fottfid alongside will be fined. 

(3) In the event of a vessel wishing to leave or come 
alongside a wharf, cargo boats lying alongside another 
vessel, in such a position as to embarrass the manoeuve- 
ring of the vessel, approaching or leaving the wharf, 
shall immediately shift out of the way irrespective of 
their numbers. 

(4) These regulations are framed with the view of 
preventing the large number of cargo boats which at 
present lie abreast alongside steamers obstructing the 
fairway, and will be strictly enforced. If it is found 
that obstruction is still caused, the number of cargo 
boats lying abreast outside vessels will be reduced. 

39. Lighters and cargo boats shall not remain 
alongside vessels not working cargo. 

40. No vessels, except men-of-war, may use swinging 
bocms. Swinging booms shall be rigged in from sun- 
set to sunrise. 

41. Merchant vessels shall not fire cannon or small 
arms within the river. 

CaitDR Harbvr 

42. All vessels shall keep on board a sufficient num- 
ber of hands to clear and pay out chain. The hawse 
must always be kept clear. 

43. In case of fire occurring on board a vessel in 
|)ort, the fire bell must be rung immediately by that 
vessel and by those above and below her, and the 
signal NH, International Code ("Fire: want immediate 
assistance"), hoisted by the burning vessel, if possible, 
and by those above and below her during the day, or 
light lowered and hoisted continually during the night. 
Notice should immediately be given to the harbor 
master's office. 

44. Sampans with runners are prohibited from board- 
ding vessels until the Customs officer is on board. 
Captains should assist to their utmost the harbor 
authorities in having this rule observed. 

45. Vessels infringing these regulations will have 
their entrance, working and clearance stopped by the 
Customs until such infringement is remedied, or will 
be dealt with by their national authority. 


1. Vessels allotted special numbers, under the Port 
Signal Code, are requested to fly the same when enter- 
ing the harbor. 

2. Commanders of vessels are requested to report 
to the harbor master any information they may possess 
relating to any new dangers that they may have dis- 
covered, such as wrecks, shoals, etc., or any irregularity 
in the position of, or in the lights of, aids to naviga- 
tion in the river. 

3. Commanders of vessels having any complaints tn 
make against a pilot should forward it in writing to the 
habor master. 

4. All notices nertaining to the harbor department 
in Canton, as well as others of interest to navigators 
on the coast of China, may be seen at the harbor office. 

5. Commanders of vessels are advised not tc navi- 
gate the West Reach during night time, or the Front 
Reach with the tide. 

6. The following are the call flags (Port Signal 
Code) which arc used at Canton: 

Y — Ash boat wanted. 

N — Berthing Officer wanted. 

O — Coolies wanted. 

L — Custom officer wanted. 

G — Doctor wanted. 

B — Explosives on board. 

NH — Fire on board. 

Q — Quarantine. 

P — (Half masted) vessel clearing. 

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7. Vessels having mail matters (letters or parcels) 
on board should, on approaching the limit of the port, 
hoist the mail pennant on the fore and keep it flying 
till the mail officer has been on board. If a vessel has 
not a mail pennant en board, the International Code 
Flag F should be hoisted. Masters of vessels are 
requested to give this their special attention. 
Customs Signals Hoisted on Flagstaff 

(a) Ball at mast head denotes riot, etc. 

(b) A blue and red, vertical strii>es, pennant with 
National Naval ensign if man-of-war sighted. 

(c) Diamond yard arm denotes ocean steamer. 

(d) Flag below the symbol denotes nationality. 
— Flag R, steamer from Macao. 

— Flag P, at west yard arm, ocean steamer leaving, 
at half mast, a steamer ready to clear. 

— Flag H, steamer from West River. 

— Flag with white cross on blue ground, steamer from 

Special Call Flags: See General Call for China Coast. 

Tj^hoon Signals 

The black signals, denoting a typhoon within 300 
miles of Hongkong, are repeated at the yard arm of the 
Customs signal tower. Canton, and at the yard arm of 
the Customs signal mast on Dane's Hill, Whampoa. 
The Hongkong colored light signals are also exhibited, 
during hours of darkness, on the masts of the Canton 
and Whampoa Signal Stations. 

^ ' iQfs^JttP* 

SmlllRf Shipt !■ C«ba HuiMr— Gopyrigbtad by Underwood * Ubderwood 


Philippiiie blandt 

Position: Latitude 10 degrees 8 minutes north, longi- 
tude 124 degrees 10 minutes east 

Population : 35,000. 

Pilotage : Compulsory. 

Port Charges : Tonnage or wharf dues, 12j^ c P. I. Cy. 
per net registered ton, or 35 cents per 1,()00 kilos on mer- 
chandise, loaded and/or discharged at ship's option. Cus- 
toms, PIO entrance and clearance fees. Light dues, nil. 
Other charges, nil. 

Stevedoring: Rates for loading cargo, hemp 8 cents per 
bale, sugar 5 cents per ton. Rates for discharging cargo, 
35 cents per ton. Overtime cost per hour, P2S per gang 
for 12 hours. Cost per hour for general labor, 15 cents. 
Lighterage, not necessary. 

Accommodation : Concrete wharf 917 metres long divid- 
ed into three berths of 300 metres, 376 metres and 250 

metres long having a depth at low water at neap tides 
of 19 feet, 25 feet and 30 feet, and at spring tides 18 feet, 
24 feet and 29 feet, respectively. The 300 and 367 metre 
berths have three-pile dolphins as fenders and 250 metre 
berth has a hard wood fender running the whole length. 
At this latter berth vessels are able to load and discharge 
in either monsoon. The N. E. monsoon prevails from 
November to June and the S. W. from July to November. 

Imports : Rice, coal, petroleum and general mer-^liandise. 

Exports: Hemp, maguey, copra, sugar and tobacco. 

Names of Importing and Exporting Firms: Smith, Bell 
& Co., Ltd., W. F. Stevenson & Co., Ltd., Ker & Co., 
Macleod & Co., Inc., Forbes, Munn Co., Ltd., and Pacific 
Commercial Co. 

Steamer Lines Using the Port: China Navigation Co. 
Ltd. plying between Hongkong and Cebu. 

Consular Representation: Great Britain, Norway. 

A new concrete wharf 417 metres long, facing northeast 
and at right angles to the present wharf, is now under con- 
struction and when completed will have a depth of 20 
feet at low water. This wharf will enable vessels not 
drawing over 20 feet to load and discharge without being 
interrupted by either the N. E. or S. W. monsoons. The 
Visayan Refining Co., who export cocoanut oil in bulk, 
have a wooden wharf at Opon, Mactan Island, 325 feet 
long with a depth of water of 31.5 feet at low tide.- Ves- 
sels of over 5,000 gross tons have loaded oil in bulk at 
this wharf. The loading facilities arc excellent and the 
last vessel calling there loaded at the rate of 203 tons of 
oil per hour, in her deep tank. 



Position: Latitude 14 degrees 17 minutes north, longi- 
tude 91 degrees 57 minutes west. 

Exports. India rubber, coffee, cochineal, sugar, lead, 
and tobacco. 

Imports: - General supplies. 

Accommodation: It is an open roadstead, vessels an- 
choring in about six fathoms of water. Shipmasters 
should watch the shackles of the chain as the pins are 
liable to work out There is a steel pier 1,182 feet long, 
and 22 feet wide. Steamers and other vessels discharge 
and load cargo by means of launches of 25 tons capacity. 
Railway connection with Quezaltenango. 



Treaty port situated in the province of Shantung, lati- 
tude Zl degrees 35 minutes 56 seconds north, longitude 124 
degrees 22 minutes east. The harbor affords a safe an- 
chorage for steamers, although strong gales sometimes 
rage, and impede lighter work. These storms occur in 
autumn and throughout the winter. Telegraph communi- 
cation with Shanghai, Tientsin, Port Arthur Weihaiwci, 
and Tsingtau. Chcfoo has a population of 54,450 people. 

Pilotage : None. 

StMtntrt aai Ufhttn, Ch«f^»— Oopyrishted by Underwood 4 Underwood 

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Accommodation: Depth of inner harbor, 18 to 30 feet, 
outer, 26 to 30 feet. Discharging is done by means of 
lighters, which -unload at Customs jetty. 

Port Charges: Tonnage dues, over 150 tons, 24 cents 
per ton ; under 150, 6 cents. Cargo boats, 20 cents per ton. 
Ballast, 28 cents to 40 cents per ton. 

Imports: Maize, tobacco, sugar, rice, cotton, paper, 
metals, shirtings, cotton yains, sheetings, iron, coal, match- 
es, sapanwood, kerosene oil, needles, cotton thread, natural 
indigo, window glass, human hair. 

Exports : Waste silk, raw silk, pongees, lace, straw braid, 
beans, beancake, fruit, vermicelli, groundnuts, hairnets. 

Consular Representation: United States (Lester May- 
nard, Consul), Belgium, Denmark, France, Great Britain, 
Italy, Japan, Netherlands, Russia, Norway, Spain, Sweden. 

CrowdMl WatM^Nnt at Chenulpo 

Copyrighted by Underwood & Underwood 



Position: Latitude 37 degrees 28 minutes north, longi- 
tude 126 degrees 35 minutes east 

Population: 30,000. 

Accommodation: The largest vessels can proceed to 
outer anchorage in the river. Depth, outer harbor, 6 
fathoms at L. W. S. T.; inner, 11 feet 

Port Charges : Harbor dues, 25 sen per ton, cover four 
months in any Chosen port. Rates for loading and dis- 
charging, 35 sen per ton (general), rails and heavy cargo, 
45 sen. 

Imports: General, railway material, timber. 

Exports: Rice, beans, hides. 

Chemulpo is one of the most important of the treaty 
ports, and is situated near Seoul, the capital, and serves as 
its seaport. 


Island of Java, Dutch East Indies 

Position: Latitude 6 degrees 48 minutes south, longi- 
tude 108 degrees 34 minutes east. 

Population : 23,540. 

Port Charges: Anchorage dues, 16 cents per cu. metre, 
good for period of 6 months through D. E. I. Loading 
and unloading, 40 cents per ton. 

Accommodation : There is no entrance and ships anchor 
in roads in 3V2 to 4J^ fathoms all the way from 1% to 
2V2 miles distant. Rise of tide, 3 to 4 feet. 

Imports : General. 

Exports: Sugar, tapioca, tea, teak, arak, kapok. 



Position: Latitude 32 degrees 13 minutes north, longi- 
tude 119 degrees 25 minutes east 

Chin-Kiang is in the province of Kiangsu, situated at 
the junction of the Grand Canal with the Yangszte River 
and was opened to foreign trade in 1861. 

Pilotage: Arrangements made at Shanghai. 

Accommodation: Vessels drawing 25 feet can enter 
harbor at any state of tide during the year. Discharging 
is done into hulks connected with the shore, or into cargo 
boats in midstream. 

Imports : Raw cotton, kerosene oil, sugar, candles, wheat 
flour, soap. 

Exports: Groundnuts, groundnut oil, beans, beancake, 
peas, lily flowers, seSamum seed, egg albumen and yolk. 

Consular Representation: Great Britain, United States. 



Position: Latitude 39 degrees 55 minutes 15 seconds 
north, longitude 119 degrees 38 minutes east 

Accommodation: The harbor is ice free. It is pro- 
tected by a breakwater 1,950 feet long with five berths 
up to 450 feet ; pier which is 375 feet long has two berths, 
330 feet and 2iB0 feet. Depth at main berths at low water 
spring tide 25 feet. Harbor bottom and approaches 
muddy. Anchorage safe for vessels that cannot reach 
wharves. Three five-ton steam cranes. Direct rail con- 
nection with Tientsin, Peking, Newchwang and Mukden. 

Port Charges: Chinese tonnage dues, $0.60 per net 
reg. ton, same as other Chinese ports. When steamers 
pay at one port thev do not pay again for four months. 
Wharfage, 80 to 1^ taels; steamers, coal only, up to 
300 feet, 80 taels; mixed cargoes, up to 275 feet 100 taels; 
over 275 feet, 120 taels, up to three days at wharf; then 
40 taels for first day, and 50 per day thereafter; bunker- 
ing only, free. 

Stevedoring: Vessels to railway wagons, or vice versa 
generally, 3 candareens per handy package or picul (133 
lb.). Machinery and heavy weights up to 1 ton, 5 taels 
per lift; 15 tons, 100 taels. 

Imports: Manufactured articles. 

Exports : Coal, hides, skins, cotton, wool, seeds. 



Position: Latitude 29 degrees 33 minutes 56 seconds 
north, longitude 106 degrees 30 minutes east. 

Population : 598^000. 

Imports: Grey shirtings, velvets, cigarettes. 

Exports: Feathers, bristles, musk wool, hides, white 

Chungking is situated at the junction of the Kioling 
with the Yangszte, 1,400 miles from the mouth of the lat- 
ter. The Yangszte is navigable beyond Chungking as far 
as Sui-Fu. The average rise is 75 feet 

This port is the central distributing point for virtually 
all of Western China, and the bulk of the imports are 
conveyed to their final destination by means of junks 
which ply the several rivers and innumerable small creeks. 

One of the most extensive industries of this district is 
the machinery operated salt wells, the output of which 
compares witih those in North China. 

Consular Representation: United States (Paul R. Jos- 
selyti, Consul), Japan, Great Britain, France. 

The products brought to Chungking for export are 
shipped to Ichang or Hankow, and afterward trans-shipped 
to Shanghai steamers. 

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Island of Ceylon 

Colombo, the commercial center of the Island of Ceylon, 
has a population of over 212,000 inhabitants, and is situated 
in latitude 6 degrees 65 minutes north, longitude 79 degrees 
55 minutes east. 

The port is noted for its exportations of tea and rubber, 
the former product having contributed much to the fame 
of the island. In 1916 tea and rubber comprised 73 per 
cent of Ceylon's exports. Besides these industries, there 
has also been carried on extensive cultivation of coffee, 
cinnamon, cocoanut and tobacco, and at least 12,000,000 
acres of land are now yielding crops of some sort. The 
total revenue derived from the agricultural industries 
amounts to more than $35,000,000 annually. 

¥he United States imported 25,583391 pounds of tea from 
Ceylon in 1917, valued at $5,051,242, or nearly 17,000,000 
pounds more than during the year previous. Rubber im- 
portations reached 34,686,143 pounds in 1917, with a value 
of $19,106,329. Cinnamon importations rose over 100 per 
cent, aggregating 1,922,260 pounds and having a valuation 
of $254,220. There was a decline in the demand for cocoa- 
nut oils, but desiccated cocoanut increased nearly 50 per 
cent as compared to the figures for 1916. Graphite im- 
portations to the United States are growing steadily 

There are important manufactories in Colombo which re- 
ceive the products of the 2,000 mines engaged in digging 
such precious stones as cat's eyes, sapphires, rubies, and 
other valuable minerals. Among the leading native indus- 
tries are a large number engaged in the work of turning 
out ivory, pottery, tortoise-shell, mats, fans, and wood- 
carving work. 

The Island of Ceylon, a British colony, is situated 
southeast of the Indian peninsula, and has an area of 25,500 
square miles, sustaining a population of more than 4,000,000 
people. There are over 700 miles of railways in operation. 

Pilotage : Compi^lsory. 

Accommodation: Artificial harbor, well protected by 
breakwaters, and the largest vessels can be accommodated 
at all times of the year. All cargo is loaded and discharged 
into lighters. There is a graving dock 711 feet long used 
for naval and commercial purposes. The depth at the 
southwest entrance is 36 feet, and the northeast entrance, 33 
feet. Cranage up to 33 tons. Patent slips for ships of 
1,200 tons. 

Port Charges : 12j^c per ton on all cargo loaded or dis- 
charged by vessels under 200 tons ; over 200 tons, 25c. 

Imports: Cotton, silk and woolen goods, oils, liquors, 
machinery, railway iron, hardware, specie, bullion, rice, 

Exports: Tea, rubber, coffee, cinnamon, areca-nuts, co- 
coanut oil, plumbago, cocoa, coir, arrack, tobacco, pearls, 
cardamons, copra, ebony, dtronella. 

Importing and Exporting Firms: Shaw Wallace & Co., 
H. Don Carolis & Sons, Henderson & Co., James Finlay & 
Co., Carson & Co. Ltd., Whittall & Co., Lee Hedges & Co. 
Ltd., E. B. Creasy & Co., Tarrant & Co.. Clarke, Young & 
Co., Hayley & Kenny, Charles Mack wood & Co. 

Consular Representation: United States, Brazil, Chile, 
Denmark, France, Japan, Mexico, Netherlands, Peru. 



Position: Latitude 29 degrees 56 minutes south, longi- 
tude 71 degrees 20 minutes west. 

Population : 16,000. 

Pilotage: Compulsory, $30 C. Cy. in and out for ves- 
sels of 500 to 1,000 tons. 

Port Charges: Mooring and unmooring, 3 cents per 
ton; steamers, $40. 

Stevedoring:- Rates for discharging cargo, $3 ton, coal, 
including lighterage. Overtime cost per hour, $1.50. Cost 
per hour for general labor, $1. 

Accommodation: Passenger and cargo moles and wharf; 
well sheltered; 300 tons discharged per day on lighters; 
anchor in 6 to 8 fathoms, Va mile out; weights to 10 
tons lifted. 

Imports: Machinery, merchandise, coal. 

Exports: Copper ore, fruits, raisins, honey, algarrobito 

Steamer Lines Using the Port: P. S- N. C, C. S. A. V. 



Latitude 60 degrees 20 minutes north, longitude 145 de- 
grees 20 minutes west. 

Distance from Seattle, 1,236 miles. 

Harbor: Located on Orca inlet, one of safest and deep- 
est harbors in Alaska. Is terminus of the Copper River & 
Northwestern Ry. for Fairbanks and Yukon river points. 
Stage connection. U. S. mail. 

Steamship Lines: Alaska S. S. Co., Pacific S. S. Co., 
make regular calls, besides independent steamers calling 
as business offers. 

Wharf : One, owned and operated by C. & N. W. Ry., 
730x80 feet, with modern facilities. 

Population, 2,500. 



Position: Latitude 12 degrees 30 minutes north, longi- 
tude 87 degrees 5 minutes west. 

Population : 1,400, but there is an increase during the 
summer, owing to the exportation of coffee and fustic, 
at which time it reaches 4,000. 

Imports: General merchandise, manufactured goods, 
flour, rice. 

Exports: Coffee, dye-woods, sugar, skins, rubber. 

Accommodation : Safest port on the Pacific side of Cen- 
tral America, vessels lie 100 to 200 yards from the shore. 
The depth of water in the harbor. 6 to 8 fathoms. The 
entrance aj Cardon Island is very narrow, about 120 yards 
in width, a pilot therefore is indispensable. The depth of 
water on bar is 26 feet. Government wharf, alongside 
which all vessels must load and discharge. Vessels load 
about 250 tons per day. There is accommodation for one 
ship only at the time, and if several vessels are in port 
they must wait their turn, sometimes 6 to 8 days. No ship 
allowed to discharge or load excepting at the wharf. 

Pilotage: About 13 cents per foot, in and out. 

Port Charges : Custom House duty, 10 cents per regular 
ton; vessels with general cargo pay 20 cents per regular 
ton; sealed papers and Custom House visit, ^13; com- 
mandant's fees, $8; water duties, 50 cents. Ship broker: 
entrance, $3 ; clearance, $1 50 ; commission on freight, 2% 
per cent. 

Stevedoring: Loading, $3 per day; discharging. $2. 
Ballast, ?3 per ton. Provisions, reasonable prices. Coal, 
from 500 to 2,000 tons in stock. . 

The port is only unhealthy when rains are too heavy 
and frequent. 

Oil Supply : A supply of fuel oil for the use of the 
railway, which uses oil-burning locomotives, is kept in 
the tank just above the head of the -dock. This oil is 
not for general sale, but a small amount might be sold to 
a ship if an emergency existed. 

Water Supply. There is practically no fresh water in 
Corinto; some is caught <n tanks in the rainy season. 
There is no water boat. 

Customs Brokers and Shipping Agents: J Terminal 
Agency (Railroad) American concern (Ferrocarril del 
Pacifico de Nicaragua). F. W. Wilson, American. E. Pala- 
zio & Co., Italian. May & Griffith, English. C. L. Hinckel. 
English. Rodolfo d'Arbelles, French. 

Names of Importing and Exporting rirms: E. Palazio 
& Co., Terminal Agency, F. W. Wilson, Rodolfo d'Arbelles, 
May & Griffith, C. L. Hinckel. 

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Steamer Lines Using the Port: Pacific Mail S. S. Co., 
Pacific Steam Navigation Co., Ward Line, Fairhaven S. 
S. Co., other individual companies. 

Consular Representation: United States, France, Pana- 
ma, Norway, Sweden, Columbia. 

The vessel pays overtime for labor, customs officials, 
wharf officials. This overtime is also paid on Sundays and 



Position : Latitude 27 degrees 1 minute south, longitude 
73 degrees 11 minutes west. 

Population : 3,000. 

Stevedoring: Rates for loading and discharging cargo, 
90 cents per hour. Overtime cost per hour, $1.50. Cost 
per hour for general labor, 90 cents. 

Accommodation : One mole with hand crane. 

Imports : General merchandise. 

Exports: Coal and cereals. 

Steamer Lines Using the Port: C. S. V. Co. Coast 


Position: Latitude 38 degrees 56 minutes north, longi- 
tude 121 degrees 40 minutes east. 

Population: 91,478 (March, 31, 1918). 

Pilotage: Compulsory. No charges. 

Port Charges : Tonnage of wharf dues, none. Customs, 
Chinese Duty Free port. I ight dues, none. Other charges : 
berthing, mooring, etc. 

Stevedoring: Rates for loading general cargo, 23 to 30 
sen. A similar scale of rates apply to the discharging 
of general cargo. Overtime cost per hour: When at the 
request of a vessel or the owner of cargo, work is .carried- 
on outside work hours, the extra charges will be : (a) from 
the regular hour at which work ceases till 12 p. m., or 
before, 50% ; (b) from a. m. till the regular hour at 
which work commences or before, 100%. Cost per hour 
for general labor, 25 cents to 50 cents (U. S.) per day. 
Lighterage cost per short ton, 30 to 35 sen (gold). Light- 
erage cost per lighter per day, 5 to 20 yen (gold). 

Accommodation: Depth of inner harbor at low water 
spring tide, 30 feet; 22 berths, of which 10 will take 25 
foot draft at low water of spring tides. Total length 

of wharves, 11,943 feet. Branch of Kawasaki Dockyard 
Co., with dock, for repairs. A third quay is now building 
which will materially increase the capacity of the port. 
Quays can accommodate five vessels, 6,(XX) to 10,000 tons,. 
10 over 4,000 tons, and 7 urder 7,000. Railway cars can 
be brought alongside of vessels. The port has stone quays, 
and concrete block breakwaters. 

Imports: Cigarettes, cotton goods, electric materials, 
flour, gunnies, kerosene, leather, machinery. 

Exports: Soya beans and products, coal, pig iron, wild 
silk and cocoons. 

Names of Importing and Exporting Firms : Mitsui Bus- 
san Kaisha ; Thompson Hanram & Co., Okura Gumi ; Cor- 
nabe, Eckford & Co. ; Suzuki Shoten ; Kodera Yakow. 

Steamer Lines using the Port: Osaka Shosen Kaisha, 
Dairen-Osaka, twice-a-week ; South Manchurian Railway, 
Shanghai, twice-a-week; Mitsui Bussan Kaisha to Seattle 
(irregular) ; Ocean Transport to Seattle (starting). 

Consular Representation: United States (Adolph Wil- 
liamsen. Consul), Great Britain and Russia; Dutch Hon. 
Acting Vice-Consul. 

Weight ton equals 2,000 pounds (except coal, which 
enuals 2,240 pounds or 1,680 kin). Measured ton equals 
40 cubic feetj 6 Jap "koku" equals one ton. The basis 
is optional for charges. Labor is Chinese coolie, and can 
handle 15 to 20,(XX) tons daily (with night work). 

In 1905 the lease of the territory was transferred from 
Russia to Japan, and dnce that time the number of in- 
coming steamers has increased to approximately 1,9(X) 
yearly. Ihe aggregate tonnage yearly of import and ex- 
port goods amounts to 1,6(X),000 tons. 

Dairen is the capital city of the Japanese province and 
is served by the South M^nchnrian Railway, which joins 
the Trans-Siberian road at Chang-Chun. It lies 38 miles 
north of Port Arthur to which it is connected by rail. 

The port of Dairen is practically ice-free the year round. 
It is a free port and nothing imported into the leased ter- 
ritory pays any custom.s dut^ . However, when goods are 
sent north, across the boundary at about Pulantien station 
on the railway the regular Chinese Customs becomes levi- 
able. The same applies to goods brought south from the 
interior. As a convenience the Customs House is situated 
at Dairen and customs matters are generally attended to 
here. But goods may be landed and stored for any period 
without payment of duty, and storage and insurance are 

The port of Dairen serves chiefly as an outlet and en- 
trepot for the huge hinterland, and as a point on one of the 
routes to Russia. As the interior is in a backward state, 
its exports are mainly agricultural and live stock products. 

DALNY (See Dairen) 

Om of DalroR Pl«rt 


New Zealand 

Position: Latitude 41 degrees south, longitude 174 de- 
grees east. 

Population : 70,000. 

Pilotage: Compulsory, 6d per ton net reg. covers 
service in and out, Id per ton removal in harbor. 

Port charges: Tonnage or wharf dues, 2d per net 
reg. ton and 6d per ton cargo discharged. Customs, 3/- 
per hour overtime when employed. Light dues, ^d per 
ton net reg. (if first port of call in New Zealand, 4d per 
ton). Other charges, berthage, Id per ton net reg. per 
day. tally clerks 12/- per diem, 2/6 hour overtime. 

Stevedoring: Rates for loading cargo, 2/6 per ton 
general cargo. Rates for discharging cargo, 1/8 per ton 
general cargo. Overtime cost per hour, 2/8 to 10 p. m. 
Cost per hour for general labor, 1/lOd. Lighterage, cost 
per ton, none. Railage, Port Chalmers to Dunedin, 4/lOd 
per ton. 

Accommodation : Berthage up to 30 feet at Port Chalm- 
ers where cargo is discharged into rail truck. Upper har- 
bor channel from Port Chalmers to Dunedin available up 

Digitized by 




to 22 feet draft. Berthage at Dunedin wharves up to 22 
feet, discharged onto wharf. Two drydocks at Port Chalm- 
ers, one 500 feet by 67 feet on floor, one 300 feet by 41 
feet on floor. Shear legs for heavy weights. Good engi- 
neering shops for repairs or renewals. Attendance of tug 
in Upper Harbor £S each way. 

Imports: 1915, i2,542,381. 

Exports: 1915, i2,016,036. 

The chief manufacturing industries are: Preserved and 
frozen meats, lumber mills, butter and cheese factories, 
wood-scouring, clothing and boot factories, iron and brass 
works, and gold mining. 

Names of Importing and Exporting Firms: Imports, 
Neill & Co. Ltd. (general merchandise) ; Sargood, Son & 
Ewen (soft goods) ; Briscoe & CJo. (hardware) ; Ex- 
porters, Murray Roberts & Co., W. E. Reynolds & Co., 
A. S. Paterson & Co. 

Steamer Lines Using the Port: N. Z. Shipping Co., 
Shaw Savill Co., Union S. S. Co., Huddart Parker Ltd., 
Federal Shire Houlder, Commonwealth, Dominion and 
Luckenbach S. S. Co. 

Consular Representation : France, United States (Fred- 
erick J. Bridgeman, agent), Denmark, Italy, Netherlands, 
Chile, Belgium, Norway, Portugal, Argentine Republic. 

The town wharves at Dunedin are situated ten miles 
up the harbor from Port Chalmers and are reached by a 
dredged channel having a depth of 22 feet at high water, 
and vessels can be berthed at the town wharves on a 
draft of 22 feet. At the entrance of the harbor at Otago 
Heads there is a depth of 40 feet and vessels drawing 30 
feet can berth at the Port Chalmers wharves. 

EMMAHAVEN (See Padang) 
Island of Sumatra, Dutch East Indies 

Western Australia 

Position: Latitude 33 degrees 53 minutes south, longi- 
tude 121 degrees 52 minutes east. 

Distance from Perth, S81 miles, and from Albany, 230 
miles. The nearest railway connection is at Norseman, 
120 miles distant 

Port Charges: Light and tonnage dues, 3d. per ton on 
gross tonnage. 

Stevedoring: 2/6. 

Accommodation: Four entrances, with depth varying 
from 20 to 40 fathoms. Town jetty, at outer end, with 
2 outer berths, each 340 feet long, with 21 feet at low 
water; 2 berths, each 110 feet long with 9 feet at low 
water. There is a 7-ton crane at (k>ods shed yard. 

Exports: Wool, skins, salt, fruit, dairy products. 



Position: Latitude 40 degrees 45 minutes north, longi- 
tude 124 degrees 14 minutes west. 

Population: Directory estimate, 20,000. 

Tonnage or Wharf Dues: There is no charge made, if 
loading from wharves; otherwise $2.50 per day. Other 
charges : Towage, light vessels inward bound to load lum- 
ber towed inward and outward at 50c per M. feet of 
lumber. Loaded vessels towed inward at 12^c per ton 
of cargo. 

Stevedoring. Rates for loading and discharging cargo, 
80c per hour. Overtime cost per hour, $1.20. Cost per 
hour for general labor, 80c. Lighterage, cost per ton, 
lumber 65c per M. ; lumber under inspection $1.35 per M. 
Lighterage, cost per day: 30-ton lighter, $3; 40-ton 
lighter, $4; over 40-ton lighter, $5. 

Imports: Groceries, supplies, general merchandise, 
feeds, coal, etc. 

Exports: Lumber, dairy products, farm and orchard 

Names of Importing and Exporting Firms: Hammond 
Lumber Co., H. H. Buhne & Co., A. Brizard Co., Inc., 
The Pacific Lumber Co., Holmes Eureka Lumber Co.. 
McKay & Co. 

Steamer Lines Using the Port: Pacific Steamship Co., 
San Francisco; Little River Steamship Co., San Francisco 
and Eureka. Parr-McCormick Steamship Co., San Fran- 
cisco and San Pedro, Cal. 

Consular Representation: None. U. S. Customs Office 
representative, A. L. Norton, Deputy Collector. 

Charges for loading vessels with lumber for foreign 
ports. $1.40 per M. feet for cross ties; $1.60 for other 
classes of lumber where vessel furnishes steam, 10c per 
M. additional where stevedore company furnish steam. 
For loading vessels for U. S. ports, cost of labor, plus 
10 per cent. 

Water: 45c per 1,000 gallons up to 10,000 gallons; 
over 10,000 gallons, 223/^c. Minimum, $1. 

Distances : From Columbia river, 339 miles south ; from 
San Francisco, 216 miles north. 

Harbor Master: S. S. Silkwood. 

Railroad Connection: Northwestern Pacific R. R. Co. 
to San Francisco and all connecting points. 

Oil Dock: Standard Oil Co., depth of water 16 feet 
Humboldt Transit Co. 

Steamship Lines: Pacific S. S. Co., W. E. Peacock, 
agent. Coggeshall S. S. Co. Various lumber companies 
operate vessels here at irregular periods. 

Towbcat Companies: Humboldt Stevedore Co. 

Lighterage: Coggeshall Launch Co., Cousins Launch 
& Lighter Co. 

Drydocks and Marine Railways: None. Rolph Ship- 
building Co., yards at Fairhaven. Hammond Lumber Co., 
yards at Samoa. 


Docks, Piers and Wharves: Haugey's Wharf, 626 feet 
berthing space, 12 feet water. Eureka Foundry Wharf, 
.278 feet berthing space, 12 feet water. Carson*s Wharf, 
2,353 feet berthing space, 18 feet water. Knight's Wharf, 
400 feet berthing space, 1,500 tons capacity, 18 feet 
water. Northwest Pacific Wharf, 1,217 feet berthing 
space, 18 feet water. Excelsior Wharf, 130 feet berth- 
ing space, warehouse 2,000 tons capacity, 18 feet water. 
Eureka Dock, 470 feet berthing space, warehouse 4,000 
tons capacity, 18 feet water. Stern's Wharf, 120 feet 
berthing space, warehouse 2,000 tons capacity, 18 feet 
water. Buhne's wharf, 140 feet berthing space, 18 feet 
water. City Wharf, 120 feet berthing space, municipal- 
ly owned, 18 feet water. Pacific Coast Wharf, 180 
feet berthing space, warehouse 3,000 tons capacity, 18 
feet water. McKay Wharf, 250 feet berthing space. 
18 feet water. Puter & Dungan Wharf, 300 feet berth- 
ing space, 18 feet water. Railroad Wharf, 362 feet 
berthing space, warehouse 5.000 tons capacity, 18 feet 
water. Stevedore Wharf, 133 feet berthing space, 16 
feet water. Bayside Wharf, 330 feet berthing space, 
18 feet water. Holmes Eureka wharf, 600 feet berthing 
space, 16 feet water. Standard Oil Dock, 150 feet 
berthing space, 16 feet water. Bucksport Wharf, 300 
feet berthing space, 15 feet water. Press Wharf, 100 
feet berthing space, 14 feet water. 

Humboldt Bay and Port of Eureka Regulations, Etc 


All pilots licensed or appointed for Humboldt Bay 
must be attached to a steamboat well furnished and 
fitted for the service, having the necessary hawsers 
and spring lines suitable to cross and tow vessels over 
Humboldt bar in ordinarily rough weather. Any dam- 
age to a vessel in tow of a pilot boat resulting from 
negligence or carelessness, may be recovered of the 
pilot boat, its owners, or the pilots in charge thereof 
at the time the injury occurred; they are jointly and 
severally liable therefor. 

The pilot who brings any vessel into the port has 
priority in piloting or towing the same out, and the 
master of the vessel outward bound must apply for 

Digitized by 




pilotage or towage on board the pilot boat which 
brought the vessel in, and tender the pilotage or tow- 
age fee. Such pilot, or a suitable substitute, must im- 
mediately render the required service, and for a failure 
so to do forfeits his appointment. If the pilot, in bring- 
ing the vessel in, was guilty of negligence or careless- 
ness, he thereby forfeits his right of priority. 

The following fees are collectable by the pilots of 
Humboldt Bay: 

1. For piloting vessels, $8 per foot draft. 

2. For towage, an amount to be agreed upon between 
the parties. 

The master, owner or consignee of any vessel to 
whom any pilot may have rendered, upon request of 
either of them, any extra service for me preservation 
of such vessel while in distress, must pay such pilot, 
in addition to his regular fees, such amount as the com- 
missioners determine to be a reasonable and just re^ 
ward, if no special agreement has been made between 
such master, owner, or consignee of such vessel and 
the pilot. 

A pilot boarding any vessel displaying a signal for 
a pilot is entitled to receive full pilotage. 

Harbor Control, Port of Eureka 

A harbor master of the Port of Eureka, which office 
is hereby created, shall be appointed by the governor 
of this State. He must enforce and carry into effect 
such rules and regulations as the board of harbor com- 
missioners may from time to time adopt. If any 
master, agent, or owner of any water craft shall refuse 
or neglect to obey the lawful orders or directions of 
the harbor master in any matter pertaining to the re- 
gulations of said harbor, such master, agent or owner 
so refusing or neglecting is guilty of a misdemeanor. 

Extracts from the Rules and Regulations of the Board 
of Harbor Commissioners, 1909, and in Force 1918 

It shall be unlawful for any vessel propelled by steam to 
run on Humboldt Bay, at a point between the wharf of 
the Eel River & Eureka Railroad Co., and Haughe/s 
shingle mill at a greater speed than four miles an hour. 

It shall be the duty of every master, owner or agent of 
any vessel, barge, or scow from which ballast, stone, brick, 
coal ashes, cinders, dust, rubbish, or other loose matter 
or material that will sink is being landed upon a wharf 
or is being transferred from such vessel, barge, or scow 
to another to provide and use a canvas chute or other con- 
trivance to prevent any part of such substance from fall- 
ing into the waters of Humboldt Bay. 

It shall be unlawful for any vessel, barge or other 
water craft to lie at anchor in the stream along the 
Eureka waterfront between the wharf of the Eel River 
& Eureka Railroad Co. and Haughey's shingle mill wharf 
for more than 24 hours at a time. 

It shall be the duty of the master of any vessel arriving 
in Humboldt Bay with ballast to report to the harbor 
master before beginning to discharge the same. 

Humboldt Bay Pilotage and Towage Rates 

Pilotage over Humboldt bar is not compulsory. Pilot- 
age charges are included in the towage charges, the masters 
oi tugs being licensed pilots of same. 

Towage: Light vessels inward bound to load lumber 
are towed both inward and out to sea, when loaded, on 
the basis of 50c per 1,000 feet of lumber. 

Loaded vessels bound in pay at the rate of 12j^c per 
ton, figured on the basis of cargo on board, and an 
additional diar^e of 50c per 1,000 feet of lumber is 
charged for takmg them to sea. 

For moving vessels in port the charges vary according 
to size of vessel, and whether loaded or light. 

For light vessels the charge is from $10 to $25; from 
Red Buoy (middle of bay) to Areata Wharf or Field's 
Landing the charge is from $10 to $40, light, according 
to size. 


Latitude 48 degrees north, longitude 122 degrees 
10 minutes west. 

Population: 36,229. 

Depth of harbor: Maximum, 50 fathoms. From 20 
to 40 feet at wharves. 

Harbor Master: Capt. W. K. Baillie. 

No mooring buoys or charges. 

Bonded warehouses: None. 

Docks: City dock, small, capacity 500 tons; Everett 
Dock & Warehouse Co. wharf, 124x475 feet; ware- 
houses, two, 70x150 feet and 50x120 feet, capacity 800 
and 500 tons, respectively; direct track connections with 
Great Western Railway, track accommodates 12 cars. 

Steamship lines: Pacific S. S. Co., Charles Nelson 
Co., Star S. S. Co., Island Transportation Co. and 
Puget Sound Navigation Cc. 

Tow boat companies: Everett Tug & Barge Co., 
American Tug Boat Co., Peck Bros. Towing Co., Pa- 
cific Tow Boat Co. 

Marine ways: Everett Marine Ways, accommodate 
light draft boats only. 

Oil docks: One for small craft. 

Railroad connections: Great Northern, Northern Pa- 
cific, Chicago, Milwaukee & St. Paul. 

List of Charges 

Towing: Standard Puget Sound rate. 
Anchorage: None. 

Wharfage: General merchandise, 25 cents per ton. 
Stevedoring: 40 cents per hour, overtime 55 cents. 
Storage: Good private facilities. 
Cartage: 50 cents per ton general freight. 
Coaling: No facilities. 
Water: 25 cents to .0375 per 100 cubic feet. 
Dry dock: No facilities. 

Industries adjacent to shipping: Lumber, shingle, 
flour mills, machine works, and smaller industries. 
Customs representative: L. K. Boissonault. 


Western Antlndia 

This is a timber loading port, situated about 3 miles 
east of Cape Leeuwin Lighthouse. Rails connected with 
the mills, extend along the jetty making possible direct 
loading into vessels. Depth at inner end of jetty, 
26 feet; outer end, 32 feet; length, 1,060 feet. One 
3-ton crane. 


Position: Latitude 25 degrees 59 minutes 23 seconds 
cast, longitude 119 degrees 26 minutes 39 seconds 

Population: Estimated, 625,000. 

Pilotage: Compulsory for home-going and advisable 
for occasional callers. Not compulsory for regular cal- 
lers. Charges: All ships, between limits of outside pilot- 
age ground $5 foot. Pagoda anchorage to sea, and vice 
versa, $6 ft. for 18 ft. and under; drawing above 18 ft. 
$7 foot. Sharp Peak to Pagoda anchorage, $3 foot, all 
vessels. Between Pagoda and Foochow bridge, $2.50 
per foot. Vessels in tow of steamers, inside pilotage, 
$2 foot; outside, $3 foot. 

Port Charges: Tonnage dues, 4 mace (Haikwan) per 
register ton per quarter. Customs, night permits, week 
days, 6 p. m. to midnight Hk. Tls. 10, 6 p. m. to 6 a. m. 
Hk. Tls. 20; Sundays and holidays, double fee. 

Stevedoring: Rates for loading tea, 15-16 cents per 
ton for home-going steamers; coasters, various as per 
private arrangement. Rates for discharging cargo, 

Digitized by 




various as per private arrangement. Lighterage, 20 
cents per package on unclaimed cargo, other cargo 
taken delivery of by consignees under private arrange- 
ments. Lighterage, cost per lighter per day, $20. 

Accommodation: No dock and/or wharf accommoda- 
tion. Vessels discharge and load in the stream at Pa- 
goda anchorage, the port of Foochow. 

Imports: Foreign — Principally yarn, piece goods, 
sugar, flour, kerosene, oil, coal, lead, tin; Chinese — Med- 
icines, dry and live fish, indigo, dyed cloth, etc. 

Exports: Tea, tea-brick, timber, poles, paper, bam- 
boo shoots, oranges, olives, lacquer-ware and camphor 
(small quantity). 

Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., Butterfield & Swire; Dodwell & 
Co. Ltd., Westphal, King & Ramsay, Ltd., Odell & Co., 
Bathgate & Co., Gibb Livingston & Co.,, M. W. Greig 

Steamer Lines Using the Port: Regular — China Mer- 
chants S. N. Co., Osaka Shosen Kaisha, Foochow to 
Shanghai; Douglas S. S. Co., Ltd., Foochow, between 
Foochow, Amoy. Swatow and Hongkong; occasional, 
Indo-China S. N. Co. Ltd., Ocean S. S. Co. and China 
Mutual, P. & O.; intermediate steamers. 

Consular Representation: Great Britain, United 
States (Geo. C. Kanson, consul), France, Russia, Japan, 
Netherlands, Norway, Portugal, Mexico. 

Pagoda Anchorage, recognized as the "Port of 
Foochow" and situated some 9-11 miles by river (ac- 
cording to state of tide) below and coastwise from City 
of P'oochow, is the limit beyond which the Min river 
is unnavigable except for vessels of small dimensions 
and light draft of say 11-12 feet at high water, 
spring tides. At low water, neap tides, there is not 
sufficient water to float an ordinary launch. All ocean- 
going and coasting steamers have therefore to dis- 
charge and load at Pagoda Anchorage which is distant 
some 15 miles from Sharp Peak, the entrance to the 
River Min. The lower river is very narrow in parts 
and, as the sand banks are continually changing, re- 
quires very careful navigation. It is not advisable for 
heavy draft steamers to call at Foochow (Pagoda 
Anchorage) without first consulting agents as to the 
water conditions in the lower river. 


Vessels from south, when waiting for the rise of tide 
to cross the bar of Min River, will find the best an- 
chorage to the southward of Breakwater rocks in 22 
feet, with smaller and most northerly of the rocks m 
line with the summit of Matsou, and the south extreme 
of Tungsha in line with Yung-lui. For vessels from 
north, a convenient anchorage will be found in the 
Matsou road on the west side of the island. 

Min-Reef Buoy 

An automatic whistling buoy, chequered red and 
black, is moored to north-eastward of reef distant 
about half a mile. 

The Outer Bar, south channel, is now discontinued, 
the entrance to the river is now via the Outer Bar, 
north channel. 

A new channel has formed to the west of Nuitau 
rocks, and a black nun buoy has been laid to mark the 
western extremity of these rocks. The buoys marking 
the channel to the eastward of the Nuitau rocks are 
retained in their positions. 


It is H. W. F. & C. on the bar of Min river at lOh. 
27m.; spring rise 20J/4 feet, neaps rise 16 feet, neaps 
I'ange IOJ/2 feet. The highest tide is on the day of 
full and change. The flood stream commences to run 
to the westward 4*/ hours before high water and sets 
in towards Sharp peak from the northeast; the ebb to 
the eastward IJ^ hours after high water, except ^^ring 
freshets, when it begins earlier and runs for a much 
longer period, it makes out from the southwest. Morn- 

ing tides are always, as a rule, higher than the night 
tides throughout the year. 

During rainy season, April, May and June, the flood 
stream runs short and the ebb correspondingly longer. 
During heavy freshets vessels do not swing to the flood 

Changes in the depth of water at Pagoda anchorage 
are frequent. A large bank, drying at 9 feet, commences 
at Losing island just below the Pagoda extending east- 
ward towards Watter's rock for two-thirds of the width 
of the river, then curves in a northerly direction. An- 
other bank commences to the southwest cf Niuta rock, 
and extends southwestward towards Losing island for 
about a mile. 

CustooM, Harbor and Mooring Regulations 

L The port includes all that part of the River Min 
between the Kimpai pass and the Stone bridge across 
tke riyer at Foochow. 

2. The anchorage known as the Pagoda anchorage, 
within the limits of which all foreign vessels (excepting 
those going up the river to Foochow) shall lie when 
loading or dischargine, is- that part of the river above 
the Lower Limit marks "L L** on either side, and be- 
low a straight line running west from Mamoi point to 
the opposite side of the river. 

3. Vessels proceeding up the river to Foochow, shall 
load and discharge between the Stone bridge and 
Messrs. Jardine, Matheson & Co.'s jetty, unless special 
permission is obtained from the Customs authorities to 
work elsewhere. 

4. Any vessels nearing the anchorage shall be 
stopped below the lower limit, if the harbor pilot be 
seen approaching, to allow him to come on board and 
take charge; but if such is not boarded by the harbor 
pilot, or by a deputy of the harbor master, the pilot 
on board shall moor her in a safe berth. 

5. Vessels shall take up the berths assigned them by 
the harbor master, or by his deputy, and shall on no 
account change berth without first having obtained per- 
mission from the harbor master. They shall, however, 
shift berth if required to do so by the harbor master. 

6. All vessels shall be moored taut, and shall keep 
a clear hawse. 

7. All vessels lying in the anchorage shall exhibit 
from sunset to sunrise two bright lights; one, the rid- 
ing light, where it can be best seen, not less than 20 feet 
above the deck, and the other at the stern. 

8. A vessel arriving with a contagious or infectious 
disease on board, or a disease regardmg the contagious 
or infectious nature of which there may be doubt or 
suspicion, or a vessel any of whose passengers or crew 
have died since leaving last port, or en board which 
there is a corpse other than one regularly shipped as 
freight shall not come nearer than the lower limit of the 
harbor. She must fly at the fore the quarantine or plague 
flag (Q or L) and must allow no one to embark or to 
disembark without permission from the harbor master's 

Western Australia 

Position: Latitude 32 degrees 3 minutes 4 seconds 
south, longitude 115 degrees 44 minutes 23 seconds east. 

Population: 21,000. 

This is Western Australia's chief port. The approach 
to the port is by the Gage Roads from the open sea. 
These "roads" arc eight miles long and five miles wide, 
and lie between a long line of islands and reefs, and 
only open from the north entrance to the inner harbor 
— the shipping center — which is protected by moles, on 
the north 4,800 feet long, and on the south 2,040 feet. 
A channel of 450 feet and a length of over 3,000 feet 
runs between these moles into the Inher harbor basin, 
gradually widening to about 575 feet. The basin con- 
tains about 30 feet at low water .spring tide and is about 
4,500 feet long and 1,400 feet wide. The wharf frontage 
is 9,255 feet. 7,955 feet of which carries 30 feet. 1,000 

Digitized by 




feet 22 feet to 22 feet 6 inches, and the remaining: 300 
feet from 16 feet 6 to the wharves, which have cover- 
ing over an area of 177,000 square feet, and have been 
provided with the most up-to-date necessaries for the 
£>rc.mpt loading or unloading of every class of merchan- 
dise. Portable electric cranes are among the equipment, 
there being six three-ton and one ten-ton, all of them of 
the four-legged gantry tyi)e, the gantry permitting the 
passage of two loaded trains. 

There is a patent slip in use at Fremantle. It is 660 
feet in length, cradle 185 feet long and 26 feet wide, and 
depth on the blocks, high water ordinary spring fide, 
10 feet 9 inches forward and 18 feet 6 inches aft. with 
a lifting capacity of 850 tons. 

The available wharfage at Fremantle is as follows, 
the figures after each being the length of berths in feef 

Victoria Quav, 5,055; North Quay. 1,875; Mail Boat 
Jetty, 400; Mail Boat Jetty, 500; North Mole Wharf, 
1,005; South Mole Wharf, 303. 

Pilotage: Compulsory. Interstate vessels exempted; 
4d. per reg. ton in and out. Maximum, £25, plus present 
20% war sur tax; £30 in all for a full-powered steamer. 

Port Charges: Light dues, on steamers landing and/ 
cr shipping cargo exceeding one-fourth of the net reg. 
tonnage, 2d. per ton, plus 50%. Where cargo handled 
is less than one-fourth of the vessels tonnage, %d. per 
ton, plus 20%. Vessels bunkering only, £ 3. Berthage, 
l-24d. per ton gross reg. per hour, plus 20%. Bunkering 
only, 50% rebate of port dues only. 

Stevedoring: Similiar to those charged at other Au- 
stralian ports. 

United States Consul: Udolpho W. Burke. 

Fremantle Harb*r— Copyrighted by I'nderwood A T'nderwood 


Eusan is a treaty port in the southeastern part of 

Population: 61,309. 

Accommodation: 6 to 8 fathoms depth at east en- 
trance; 3 to 4 fathoms at west entrance; SYi to 9 fa- 
thoms at berth; 27 to 36 feet at quays. There are two 
piers, one 912 feet and another 1,200 feet. These piers 
are connected with the railwa}'. There is an old pier 
606 feet in length. 

Port charges: Harbor dues, 25c per ton reg., covers 
four months. Loading and discharging, 50 to 75 cents 
per ton. 

Imports: General. 

Exports: Beans, rice, hides. 

Stract Seene In Fusan— Copyrifhted by ITnderwood 4 Underwood 

Queensland, Australia 

Position: Latitude 23 degrees 52 minutes south, longi- 
tude 151 degrees 17 minutes east. 

Port Charges: Wharf charges, 6d. each for horses 
and cattle; other goods 2/- per ton. See Brisbane for 
additional charges. 



Commercial docks at Aberdeen, two, the Harbor Dock 
and that of The Aberdeen Dock & Warehouse Co. Wharf- 
age charges at Aberdeen 40 cents per ton, minimum of 
25 cents. The Aberdeen Dock & Warehouse Co. is the 
only company having rail connections to warehouses and 
storage. They are agents for the following companies: 
Pollard S. S. Co., Wilson Bros. S. S. Co.. J. R.. Hanify Co,, 
and E. K. Wood Co., all of San Francisco. The Harbor 
Dock Co. represents Sudden & Christenson, of San Fran- 

Hoquiam has two docks, the Commercial Dock, owned 
and operated by T. G. Foster Co., and the City, or Eighth 
Street Dock, which is leased and operated by the Soule 
Tug Boat Co. The latter is the only one m Hoquiam 
doing a general storage business. There are no bonded 
warehouses on Gray's Harbor. 

Jetties: North and south. Vessels approaching first 
pick up whistling buoy before entering. Bar is V/2 miles 
to seaward of jetties. Controlling depth of water on bar 
at mean low water, 21 feet; at high water, 30 feet. Bar 
entrance is straight, and one-half mile wide. 

Inner Harbor: Controlling depth at mean or low water 
is 18 feet. There is about a 10-foot rise at tide. Latitude 
of entrance to harbor is 46 degrees 55 minutes north, 
longitude 124 degrees 8 minutes west. 

Government officials on Grays Harbor: Deputy Collector 
of U. S. Customs, U. S. Immigration Inspector, U. S. 
Court Commissioner, U. S. Engineer in charge of jetty 
work. Postmaster. 

Railroads serving Grays Harbor: Northern Pacific, 
Chicago, Milwaukee & St. Paul; Oregon- Washington Rail- 
road & Navigation Co. 

Grays Harbor Pilotage and Towage Rates 

Towage rates at Grays Harbor oit 'vessels up to 800 
tons are 5(V. cents per gross roister ton, which inchtijes 
towage in and out over tlie bar and docking at one dock 
within the harbor. 

For moving from dock to dock a special charge will be 
made, depending upon the distance moved and whether 
or not the vessel is loaded, varying from $10 to $30. 

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For piloting steamers over 800 tons to or from Hoquiam 
or Aberdeen over the bar or from within the bar to the 
open sea the rate is $5 per foot draft and 2 cents per 
ton gross register each way. 

Steam vessels over 700 tons and under 800 tons, in and 
out, $100. 



Position: Latitude 2 degrees 13 minutes south, lon- 
gitude 79 degrees 35 minutes west. 

Population: 80,000. 

Pilotage : Compulsory. 

Imports: General merchandise, drugs, foodstuffs, mach- 

Exports: Cocoa, Panama hats, rubbers, coffee. 

Guayaquil, the chief port of Ecuador, is situated 30 miles 
from the mouth of the Guayas river. Distance from San 
Francisco, 3,514 miles. Vessels are required to call at 
anchorage at Puna Island, where coast guardmen and pilot 
come aboard. • At Guayaquil vessels call at Government 
wharf, where port captain, coast guard and physician come 
aboard. All dischargmg by means of lighters. 

Port Charges 

Cost per hour for general labor, 30 centavos; double 
for overtime and holidays ; also found. Lighterage included 
in lading and discharging rates. Lighters cost per day, 
$20. For overtime work, charges are as follows: Chief 
of lighterage department, .02 per hour; captain of the 
launches, $1 per hour, and the stevedores, 60c per hour. 
This is paid for all work after 6 p. m., also on Sundays 
and holidays. 

Art. 80. Ships entering Ecuadorian ports shall pay 10 
centavos for each lighthouse found in the ports they enter, 
on every ton, weight or measure, of merchandise dis- 

Art. 81. National ships, foreign warships and whaling 
ships, and such vessels as may arrive damaged and in 

Uftiflii CoeM Beant on s StaaiiiM- at Guayaquil 

OopfTlglittd by Underwood A Underwood 

distress shall all be exempt from the above-mentiooed 
clause, if they do not discharge any merchandise. 

Art. 82. No ship entering from the exterior of more 
than 30 tons raster, shall enter or leave the River of 
Guayaquil without a pilot; and any ship so doing shall 
pay the corresponding dues to the Island of Puna. 

National ships shall be exempt from this disposition, 
and shall pay it only when they request the services of 
a pilot. 

Art. 83. The pilot's fee shall be paid by the ships when 
entering or departing; and shall be paid on a basis of 
each foot (English) of draft, in conformity with the 
following tariff: 

From Puna to Guayaquil and vice versa, per foot, S/2-S0; 
from Punta Arenas to Guayaquil, per foot, S/3.50; from 
Santa Clara to Guayaquil, per foot, S/5.00; to go alongside 
or leave a wharf, and removals, S/S.OO; to removal from 
Guayaquil to Duran, S/10.00. Warships are exempt from 
these charges. 

Art. 84. As a subsidy for the Sanitation Commission, 
S/5.00 shall be collected from each ship, whether national 
or foreign, entering from the exterior, and for each roll 
that is issued. Vessels of less than 30 tons register and 
the national coasting vessels are exempt. 

Art. 85. All national ships or those which may become 
nationalized shall pay the following charges for registers: 

Of 10 to 20 tons, S/1.00; of 21 to 50 tons, S/2.00; of 51 
to 100 tons, S/5.00 of 101 to 200 tons, S/10.00; of 201 to 
300 tons, S/15.00; of 301 tons upwards, S/20.00. 

For the recording of the register, the owner or captain 
shall pay, as follows: / 

Of 10^ to 50 tons, S/6.00; of 50^ tons upwards, 

Vessels of 10 .tons, river steamers, freight launches, 
sloops, and freight boats, and freight canoes are exempt 
from the register charges. They shall fulfill the legal 
requisites and the register shall be granted on fourth class 

Art. 86. Owners of vessels, or their representatives, 
shall pay once onl;^ for measure or tonnage, according 
to the following tariff: 

Up to 2 tons, S/1.00; from 2^ tons to 5, S/2.00; from 
5y2 tons to 10, S/3.00; from 10^ tons to 20, S/4.00; from 
20^ tons to 30, S/6.00; from 30^ tons to 40, S/8.00; from 
40}^ tons to 50, S/10.00; for every succeeding ten tons 
or fraction, S/1.00. 

Art. 87. The quotas of the beneficiaries of the income 
from importation and exportation charges shall be assigned 
in the National Budget for Expenditures in fixed and 
determinate quantities, 'which shall be ddivered monthly 
and proportionately by the respective Treasurers of the 
Provinces under their responsibility. 

Art. SS. All laws relating to the present law and even 
though they are not contrary are hereby repealed. 

Stevedoring: Cost per hour for general labor, 30 cen- 
tavos per hour; 60 centavos per hour for overtime and 
holidays, also found. Lighterage, cost per ton, included 
in loading and discharging rates. Lighterage, cost per 
lighter per day, S/20. 

Accommodation: Coal laden vessels only go to wharf 
owned by Gas Co. Vessels drawing 26 feet have entered. 
All others anchor in stream. 

Names of Importing and Exporting Firms: Exporting— 
Andean Trading Co., Mercantile Oversea Corporation, 
both American, L. & D. Vernaza, Importing — (ionzalez- 
Rubio & Co., L. Tous & Co., Mercantile Oversea Cor- 

Steamer Lines Using the Port : Pacific Steam Navigation 
Co., Merchants Line, Ward Line, Nautilus Steamship Co., 
Johnson Line, Peruvian Steamship Co., Colombia Mari- 
time Co. 

Consular representation: United States, Great Britain, 
France, Germany, Sweden, Norway, Denmark, Switzerland, 
Spain, Russia, China, Holland, Belgium, Turkey, Italy, 
Austria-Hungary, Santo Domingo, Mexico and Central 
American Republics except Honduras and all South Amer- 
ican Republics except Paraguay. 

Digitized by 







Position: Lratitude 20 degrrees 51 minutes north, 
longitude 106 degrees 42 minutes east. 

Population: About 48,000 including 1800 Europeans. 

Pilotage: Compulsory, francs 0.18 per ton. 

Port Charges: Tonnage or wharf dues, $20 a day. 
Sanitary fees, $10 a trip. Light dues, none. Other 
charges, tax de piage, $0.02 per ton net. 

Stevedoring: Rates for loading cargo, general, $0.50 
and $1 per ton. Rates for discharging cargo, general, 
$0.52 per ton; rice, maize, $0.25 per ton. Overtime cost 
per hour, double tariff. Cost per hour for general labor, 
3 f. per hour. Lighterage, cost per ton, $0.80 general 
cargo; $.30 rice and maize. Lighterage, cost per lighter 
per day, $40 for 100-ton lighter. 

Accommodation: The port of Haiphong has fine 
wharves, 1,800 feet long, with sufficient accommodation 
for four big vessels. The draft of water available at 
neap tides is 24 feet and 28 feet at spring tides. There 
is a slip dock for 2,000-ton vessels. Along the wharves 
have sprimg some large godowns known as "Docks of 
the Chamber of Commerce," which can hold 40,000 

Import: Piece goods, wines, gunnies, grocery, 
silks, etc., 

Exports: Rice, maize, zinc ore, skins, buffalo hides, 

Names of Importing and Exporting Firms: Com- 
pagnie des Commerce et de Navigation d'Extreme 
Orient, Denis Freres^ I'Union Commerciale Indo-Chi- 
noise, Societe Francaise Commerciale de Tlndo, Chine, 
Berthet, Charriere & Co., Poinsard et Veyret. 

Steamer Lines Using the Port: Compagnie des Mes- 
sageries Maritimes, trading with Europe; Chargeurs 
Reunis, trading with Europe; Indo-China Steam Navi- 
gation Co., trading with Hoihow and Hongkong. 

Consular Representation: Japan, by Mr. R. Salle, ship- 
owner; England, Siam, Norway, by Mr. A. Gigueaux, 
manager Messrs. Denis Freres; Mr. Rogue, Vice Consul 
of Russia; Mr. Goubier,, Consul of Belgium. 

Haiphong is the shipping port for Hanoi, Hai-Duong, 
Nam-Dink, the commercial centres of Tonquin. The 
entrance of the port is no longer obstructed by the bar, 
since it was dredged up and the big mail steamers of 
the Messageries Maritimes now frequent Haiphong reg- 
ularly. Haiphong is also the shipping port for goods 
traveling to Yunnan whedce they are forwarded by rail- 

have 25 per cent of its surface fit for agriculture, has a 
severe climate, and at present has only a scanty popula- 
tion on the coast, chiefly engaged in fishing (salmon, 
herring, cod), though there is now also a mining popu- 
lation. The island is now officially known as the Hok- 
kaido, or Northern Colony, and the Japanese govern- 
ment is endeavoring to develop its resources. 



Position: Latitude 30 degrees 32 minutes north, 
longitude 114 degrees 20 minutes east. 

Population: Including Wuchang and Hanyang, 
1,326,280; (foreigners, over 2,000). 

Pilotage: Not compulsory. 

Port Charges: Tonnage or wharf dues, 4 Haikwan 
mace per ton. Customs, import and export duty 
various rates but maximum 5 per cent. Light dues, 
included in tonnage dues. Other charges, British 
municipality fees, Tls. 50 per vessel using berth along- 
side British bund. 

Stevedoring: Rates for loading and discharging 
cargo, about 6 cands per ton. Lighterage, cost per 
ton, 40 cands. Lighterage, cost per lighter per day, 
Tls. 30 (400 ton boat). 

Accommodation: Regular river steamers have own 
pontoons. A. Holt & Co. have a pontoon capable of 
accommodation for their large ocean ships; this berth 
in British Concession, very handy, sometimes used 
by ** outside" ships. Terms on application. In winter 
water in river channels east of Hankow often under 
10 feet, impossible for anything but river steamers 
to reach here. In summer river is up to 40 to 45 
feet and on average there is water for any sized ocean 
ship to reach Hankow between end of April and end 
of October. 

Imports: Piece goods, cotton yarn, machinery, 
matches, kerosene, sandalwood, medicines, cuttlefish, 
cement, aniline dyes and artificial indigo, needles, tim- 
ber, tea-dust, sugar, and general foreign goods. 

Exports: Skins, hides, steel, iron, cotton bcancake, 
peas, seeds, egg products, wood, wood oil, bean oil, 
tallow, bristles, gallnuts, raw silk, raw cotton, rhubarb, 
tobacco, varnish, coal, coke, charcoal, hemp, wool, jute, 
pig iron, goat skins, and large quantities of tea. 



Position: Latitude 41 degrees 47 minutes 8 seconds 
north, longitude 140 degrees 45 minutes 34 seconds east. 

Population: 100,800. 

Pilotage: Not compulsory. Charges, $5 per vessel. 
Fort charges: Harbor dues, 5 sen per net. reg. ton 
Dock tariff, under IfiQO tons gross, by special arrange- 
ment; docking. 1,000 to 3,000 tons gross, 26 sen per ton 
gross for first two days, then 6 sen per ton per day; 
over 3,000 tons gross, 25 sen per ton gross for first 
two days, then 5 sen per ton per day. Ballast 75 to 80 
sen per ton f. o. b. 

Stevedoring: Loading and discharging, 60 sen per 

Accommodation: Slipways up to 1,200 tons and also 
dry dock, owned by Hakodate Dock Co. 100-ton crane 
and 1,200-ton patent slip. Depth at entrance of harbor, 
52 feet; at berth, 24 to 42 feet; at quay. 28 feet. 

Imports: Rice, kerosene. 

Exports: Dried fish, cuttlefish, sharks' fin, salmon, 
cod, herrings, fish manure, sulphur, manganese, kombu 
(seaweed), trepang, haliotis. 

Hakodate, on Tsugaru Strait, in Yezo, has only a 
small foreign trade. This large island, though said to 

HmImw Harb«r SMii^—GopTrlgfatad by Underwood * Undtnrood 

Digitized by 




Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., Dodwell & Co. Ltd.. H. E. Arn- 
hold, Deddes & Co., Westphal, King & Ramsay Ltd., 
Reiss & Co. 

Steamer Lines Using the Port: Indo-China S. N. 
Co. Ltd., China Navigation Co. Ltd. These British 
lines have services throughout the Yangszte river and 
all China coast ports, with their cwn respective 
steamers and agencies. Other river lines: Nisshin 
Kisen Kaisha (Japanese), China Merchants Co. 

Consular Representation: Great Britain, France, 
Russia, Italy, Belgium, Japan, Spain, United States, 
(Edwin S. Cunningham, consul general), Denmark, 
Sweden, Norway, Holland. 

Hankow situated at junction of Han and Yangszte 
rivers. Across the Han is Hanyang, containing ex- 
tensive iron and steel work and government arsenals. 
Across the Yangszte is Wuchang, capital of the prov- 
ince, containing smelting works, mint, cotton milla 
Hankow is connected with Peking and North China 
by railway and when present railway construction 
southwards is completed, Hankow will be at the inter- 
section of a cross formed by the River Yangszte from 
cast to west and the Peking-Hankow Hankow-Can- 
ton railways from north to south. It is therefore 
difficult to set any moderate limit to its future pos- 
sibilities of development. Hankow was opened as 
a treaty port in 1861 and has always been an im- 
portant trade center. In the past dozen years very 
considerable development has taken place and much more 
is at present in evidence. 


Hawaiian Islands 

Latitude 19 degrees 43 minutes 47 seconds north, 
longitude 155 degrees 5 minutes 18 seconds west. 

Population: About 10,000. 

Harbor Master and Pilot, Capt. Ferdinand Mosher. 

Hilo is second in importance of ports in the Terri- 
tory of Hawaii. It is situated on the east coast of 
the Island of Hawaii, largest of the Hawaiian group, 
about 200 miles south east of Honolulu and about 100 
miles south, 41 degrees east from Kahului, Maui. 

The harbor is protected by a breakwater. There is 
an open roadstead. The range of tide is 2.3 feet. The 
breakwater extends from a point on shore about 6,000 
feet east of Cocoanut Island, so as to include Kuhio 
Bay in the protected area, and is now being projected 
bv the United States Government to an estimated 
distance of 8,000 feet. 

Since the government began its improvement of 
Hilo Harbor, the Territory of Hawaii has constructed 
a wharf at the head of Kuhio Bay, a tributary of Hilo 
Bay, at a cost of $319,931.17. The minimum depth in 
Kuhio Bay at mean lower low water is now 33 feet. 

Kuhio Bay wharf is the principal and only modern 
pier structure at the Port of Hilo. The wharf proper oc- 
cupies a spare 1,400 feet long and 150 feet wide. A 
wooden shed 800 by 146 feet stands over the wharf, 
providing a space of 25,0(X) square feet for the storage 
of sugar, and the balance for the loading and dis- 
charge of general cargoes. 

Since the completion of Kuhio wharf trouble has 
been experienced at times because of currents and 
swells, chiefly during the season of storms, from 
December to April. Some of the large liners refuse 
to lie at the wharf owing to this ranging, and anchor 
out in the bay, taking cargo aboard and discharging by 
means of lighters. Completion of the breakwater ex- 
tension may end the trouble by shutting off the current. 
In other instances, steamers and lumber schooners have 
used the wharf without experiencing any trouble from 
ranging whatever. In fair weather the wharf is general- 
ly safe as a berth for vessels. 

Byron K. Baird is deputy collector of customs and 
U. S. immigration inspector at Hilo. 


Tasmania, Australia 

Position: Latitude 42 degrees S3 minutes 22 seconds 
south, longitude 147 degrees 20 minutes 28 seconds 

Hobart, the capital of Tasmania, lies on the River 
Derwent. It is recognized as a very fine harbor, and 
has regular sailings of several prominent steamship 
lines to Australia, American and European ports. It 
is 36 hours by steam from Melbourne, and 48 hours 
from Sydney. Excellent wharfage facilities have been 
recently installed with a water depth of 20 to 60 feet 
the average bein^ 34 feet. There is two miles of 
wharf frontage, with shed area of 100,000 square feet. 

Population: 50.000. 

Port Charges: Quayage, ?/^.d per ton, max. £25. 
Harbor dues (when no quayage payable) 1/26 per ton. 
max. £7-10-0. Light dues, 8d per ton. max. £150 
covering all ports of the Commonwealth for three months; 
4d per ton, max. £75, one port of call only in Com- 
monwealth. Berthage, V^d. per ton net reg.; maxi- 
mum £37/10/-. 

Stevedoring: Rates for loading cargo, fruit, 2/5 J4 to 
3^2 per ton, timber as per arrangement; general 1/6 to 
3/1 per ton. Rates for discharging cargo, 2/4 to 3/3 
per ton. Overtime cost per hour, \0}/2 per man. Cost 
per hour for general labor, 1/9. Lighterage not re- 

Accommodation: Good accommodations for oversea 
vessels, with depth of water at piers from 30 to 60 feet. 
Ocean pier, north side 650 feet; south side 1142 feet; 
width 122 feet; depth of water, both sides, from 36 feet 
at inner end to 60 feet at outer end. Princes wharf, 
length 1292 feet, depth of water from 30 feet to 44 feet. 
Queens pier, length 559 feet, depth of water 32 feet 
inner end to 40 feet outer end. Kings pier, length 688 
feet, depth of water 34 feet inner end to 45 feet outer 
end. Five smaller piers. The above depths are at 
L. W. O. S. T. Difference between neap and spring 
tides is 1 foot. The deepest drafted ship in the world 
can negotiate the river. 

Imports: Valued at $5,000,000 per annum for Tas- 

Exports: Valued at $3,000,000 per annum for Tas- 
mania, mostly from Hobart. 

Names of Importing and Exporting Firms: A. G. 
Webster & Sons Ltd., H. Jones & Co. Ltd., Brownell 
Bros., R. Nettleford, Burgess Bros., G. P. Fitzgerald 
& Co. 

Steamer Lines Using the Port: Huddard, Parker 
Ltd., Australian ports; Union S. S. Company of New 
Zealand, Australian and Pacific ports; Shaw Savill of 
London, Capetown, Hobart, New Zealand ports, 
thence London. 

Consular Representation: Brazil, France, Russia. 
Italy, Denmark, Norway, Holland, Belgium, United 
States, Sweden and Argentine. 

Principal Imports: Clothing and materials, iron and 
steel goods and machinery, paper, books and stationery, 
sugar, spirits, wine and beer. 

Principal Exports: Wool, frozen meat, gold (ex- 
clusive of specie), butter and cheese, hides, skins and 

General Port Regulations 

1. No vessel shall land or load any cargo at any 
wharf except at a berth approved by the harbor master. 

2. No vessel shall have a right to a berth in the 
port for any longer period than shall be determined 
by the harbor master, and every vessel may be re- 
moved from one berth to another or to any anchor- 
age within the port by direction of the harbor master 
at the expense of such vessel. 

3. So far as practicable, the harbor master shall 
give priority in allotting berths to vessels discharg- 
ing cargo over vessels taking in cargo. 

Digitized by 




4. Cargo shall be placed on the wharves so as to 
keep the mooring posts clear, and leave proper gang- 

. ways for the handling of other cargo, to the satis- 
faction of the harljor master. 

5. The cargo of, or for any vessel, whether inward 
or outward, shall not occupy (without the written 
permission of the harbor master) a greater space on 
any wharf than the length of the berth appointed for 
such vessel. 

6. No cargo for export shall be placed upon any 
wharf without the permission of the harbor master, 
who may give such permission if satisfied that the 
vessel for which such cargo is intended may be ex- 
pected to arrive within five days. 

(6a. All cargo placed upon any wharf or in any 
shed belonging to the board shall be so placed and 
stacked in such mannner as may be directed by the 
harbor master or the wharf officer, and all persons 
engaged in the depositing, stacking sorting or remo- 
val of any cargo at, upon, in, or from any wharf or 
shed shall obey the orders of the harbor master and 
the wharf officer with regard to the same.) 

7. No master shall remove his vessel from any 
wharf until the berth or space occupied or used by 
such vessel has been cleared of rubbish and swept 

8. The owner of any cargo (not being timber or 
other bulky articles) which has been left on any wharf 
for the space of 48 hours shall remove the same forth- 
with from such wharf upon notice in writing from the 
harbor master so to do, served upon such owner, or 
delivered at his office or residence, or, if such owner 
cannot be ascertained or found, affixed to such cargo. 
If not removed according to notice, the harbor master 
may cause such cargo to be removed and stored at 
the risk and cost of the owner, and if not claimed 
within ten days, then (or sooner if the cargo be 
perishable) may cause the same to be sold on behalf 
of the owner; and the net proceeds of sale shall be 
retained by the board for the owner, but if not claimed 

within six months from the time of sale, shall become 
the property of the board. 

Penalty for non-removal of such cargo: Five 
Pounds for every day or portion of a day after such 
notice has been given or affixed. 

9. The places appointed by the board under Section 
n of the act for the deposit of ponderous matter are 
any part of a wharf (but not of a pier), at a distance 
of not less than 20 feet from the water's edge thereof, 
and any place alongside a dock not less than 15 feet 
from the nearest water's edge thereof. Ponderous 
matter may be deposited en a pier with the permission 
of the harbor master. 

10. No heavy cargo (not being ponderous matter) 
shall be placed upon any wharf without the permission 
of the harbor master, and no such cargo shall be 
placed on any wharf at a less distance than 20 feet 
from the water's edge thereof, or if placed alongside 
any dock, at a less distance than 15 feet from the 
nearest water's edge. 

11. No cargo landed by any crane shall remain 
within the radius of the crane, or remain on any 
wharf for more than 12 hours after being landed, un- 
less with the written consen£ of the harbor master. 

12. No vessel shall be careened or hove down in 
the River Derwent above a line drawn from Sandy 
bay point to Kangaroo Bluff without the written con- 
sent of the harbor master. 

13. The board shal not be answerable for loss of 
or damage to any cargo on any wharf, from whatever 
cause arising. 

14. No person shall send, or attempt to send, in any 
vessel (except from or to Sullivan's cove to or from 
some point between Kangaroo BluflF and the southern 
point of Geilston bay, or across the Restdown ferry) 
any motor driven V^ehiclc or boat using petroleum fuel 
unless the tanks thereof are empty and free from 
petroleum vapors, and the drain and filling pipes of 
such tanks are left open and the openings effectively 
protected by fine wire gauze. 

Blrd's-«ya Vl«w of Htbart Waterfrtat— Copyrighted by Underwood ft rnderwood 

Digitized by 




15. No vessel shall (except in case of necessity) 
be moored or unmoored, or drop or weigh anchor, at 
any berth or place within the port above a line drawn 
from Sandy bay point to Kangaroo Bluff, except under 
the direction or by the permission of the harbor 
master, which permission may be griven generally with 
regard to vessels engaged in such trades as the harbor 
master may deem proper. 

16. Ballast may be discharged from any vessel in 
not less than 10 fathoms of water at the places and 
within the limits hereunder mentioned' if notice in 
writing be first gfiven to the harbor master or to the 
ballast master for the place of discharge, and if upon 
the discharge of such ballast a certificate from such 
ballast master or (if none) from the nearest police 
authority, or a justice of the^ peace, or some other re- 
spectable resident in the vicinity, that such ballast 
has been so discharged be forwarded forthwith to the 
harbor master. 


1.^ The pilotage rates payable by vessels entering, 
leaving, or proceeding from one place to another 
within the port shall be as follows: 

Inwards — Sailing vessels, per ton, 6d; steamships, 
per ton, 4d. (The maximum rate payable in either case 
shall be £15, and the minimum £4.) 

Outwards — One-half the above rates, with a maxi- 
mum payment of £5. 

Within the port generally — Sailing vessels, per ton, 
3d; steamships, per ton, 2d. (Maximum rate in either 
case, £5.) 

"Within the port, above a line drawn from Trywork 

point to Sandy bay point, or within any Outport (as 

defined by a resolution of the boaVd) — Vessels of 200 

• tons and under, 10s; vessels over 200 tons and up to 

1000 tons, £1; vessels over 1000 tons, £2. 

2. Vessels under 50 tons are liable to the above 
rates only if a pilot is actually employed. 

3. Vessels which have paid pilotage and re-enter 
the port, solely through accident or to effect repairs, 
shall pay pilotage rates again when a pilot is actually 

4. The rate of pilotage within the port is not pay- 
able by a vessel entering the port until after the in- 
ward pilotage has been first completed. 

5. If the pilotage rate within the port has once been 
paid by any vessel which afterwards proceeds in the 
course of the same voyage to any other place within 
the port, one-half of the rate above fixed shall be pay- 
able on each occasion, with a maximum of two pounds 
ten shillings. 

6. When a pilot is detained on board a vessel in 
quarantine, or bv any act of the master, fifteen shil- 
hngs per diem shall be payable by such vessel in ad- 
dition to the pilotage rate. 

7. A pilotage exemption certificate shall be granted 
to any holder of a master's certificate who has entered 
the port, when employed on a vessel as master or first 
or onlv mate, three times as master or six times as 
mate (two voyages as mate to count in any case as 
equal to one voyage as master), and who has satisfied 
the harbor master t^)on examination of his competency 
to navigate vessels into and out of the port, and has 
before examination paid to the board a fee of five 
pounds. Certificates of exemption shall apply to ves- 
sels of any size (whether steamships or sailing ves- 
sels). Certificates of exemption heretofore issued shall 
be deemed to have been issued under this by-law. 

8. A vessel requiring the services of a pilot must 
make the usual signals. 

9. The distinguishing flag to be kept flying under 
Section 109 of the act upon a vessel whose master 
claims to be exempt from pilotage shall be a white 
flag at the fore mast head, two yards square at the 

Port Charges 

Every vessel (not exempt by the act) which shall 
arrive within the port shall pay upon arrival the sum 
of one half-penny per ton, with a maximum of seven 
pounds ten shillings. 

A vessel which re-enters the port solely through ac- 
cident or to effect repairs shall not be liable to pay 
the port charge again. 



(See Kiung Chow.) 

Position: Latitude 20 degrees 3 minutes north, 
longitude 110 degrees east. 

Population: 30,000. 

Hoihow serves as the port of call for Hainan Straits, 
and is the seaport of Kiung Chow. There is anchorage 
in 18 to 20 feet. 

Port Charges: Tonnage dues. 1 mace per ton net 
fcr steamers 150 tons and under; over 150 tons, 4 mace. 


Hongkong is situated in latitude 22 degrees 14 min- 
utes north, longitude 114 degrees 10 minutes east. The 
total civil population, estimated in 1916, was 529,010, 
consisting of 13,390 non-Chinese and 515,620 Chinese. 
Properly speaking, the name of Hongkong is used in 
connection with the island of that name, the seaport 
being Victoria; in maritime circles, however, the word 
Victoria is seldom used, and the name of the island is 
usually applied to the town of Victoria itself. 

The island is situated off the coast of the Kwang- 
tung Province of South China, near the mouth of the 
Canton River, and is 90 miles from Canton, and 
about 40 miles from the Portuguese colony of Macao, 
on the mainland of China. The hot season begins in 
May and continues until October. The winter months 
are cool and dry. 

The Island of Hongkong has been in possession of 
the British since 1840, and in the comparatively brief 
period which has elapsed since that date, it has risen 
to the importance of being the chief seaport in the 

I ff Ho«ko«f. OvmImUm tiM Harh«r 

Gopjrlghted by Undsrwood * Ulularwood 

Digitized by 




Vlfw 9t Ho«fko«f Harter— Gopyrlglited by Undorwood it Underwood 

Orient, and only a year or two ago, from the point 
of tonnage passing through the pert, was the chief 
port of the world. It is aptly described as the "Charing 
Cross" of the Orient It is a Britisli Crown colony, and 
has a governor and legislative body administering its 
affairs. The currency is in bank notes, government 
dollars, and subsidiary coinage of various denomina- 

The harbor at Hongkong is one of the finest in the 
world, situated as it is quite close to the Kowloon 
Peninsula, the high hills of the island itself on the one 
side and the hills of the mainland on the other, in con- 
junction with the shelter afforded by the many bays, 
both en the mainland and on the island, make it an ideal 
place for the loading and discharging of craft of all 

In its early history the governors of the island 
decided that its close proximity to the mainland render- 
ed it unsafe for British interests, and a treaty was sub- 
sequently arranged with China, whereby Great Britain 
obtained a 99-year lease of a large portion of the main- 
land opposite the island, by this means securing ad- 
ditional protection against possible depredations of 
marauding tribes, which even the Mandarin govern- 
ment in China could not subdue. 

Very much has been said of the numerous natural 
facilities afforded by the formation of the island in 
juxtaposition to the Peninsula of Kowloon. The 
authorities have ranged mooring buoys in regular 
sequence on each side of the fairways through the 
harbor, while the mercantile companies on shore have 
provided most excellent wharves for the accommoda- 
tion of vessels and warehouses for the reception of 
goods. Details of buoy charges and accommodations 
are contained in the particulars of the port immediately 
following this. 

There is a large number of lighters available for 
working ships that discharge in the stream, and with 
good weather prevailing and no scarcity of lighters 
this is possibly the quickest way of loading and dis- 
charging vessels. 

Port Charges 

The port is a free one, no duty being charged on 
imports, except with respect to tobacco, wine and spirits, 

which for some years have contributed to the revenue 
of the colony. With no restrictions upon trade and 
every facility in the way of handling ships and cargo 
quickly, it is not surprising that this center has grown 
to the importance it has reached in the world's com- 
merce. As a distributing center it is unrivaled, a re- 
ference to the list of the various steamship companies 
trading to and from the port demonstrating this to 
the most casual observer. 

Being a free port, there is no complete official re- 
turns of the imports and exports compiled, although 
an attempt is now being made to establish records. In 
normal times the value of the trade of Hongkong is 
estimated at about 50,000,000 pounds yearly. In spite 
of the effects- of the war, the total of shipping entering 
and clearing the port during 1917 amounted to 621,090 
vessels of 34,105,067 tons. 

Pilotage: Not compulsory. Inward, $15.00 Mexican 
outside harbor limits; $10.00' inside harbor limits, in or 
out. Shifting, $5.00. 

Port Charges: Tonnage or wharf dues,' none. 
Customs, none, except on tobacco and spirits. Light 
dues, 2c Mexican per net registered ton for each call. 
Sunday permits, steamers n. r. 400 to 700 tons, $100.00; 
700 to 1000 tons, $125.00; 1000 to 1500 tons, $150.00; 
1500 to 2000 tons, $175.00. 

Stevedoring: Rates for loading cargo, general, 10c 
per ton. Rates for discharging cargo, general, 10c per 
ton. Cost per day for general labor, about 40c per 
head. Lighterage, cost per ton, $14 per day for 50-ton 

Accommodation: All buoys are government property 
and are hired out on the following terms: A class $8 
per day or part of a day; B class, $6 per day or part 
of a day; C class, $4 per day or part of a day; vessels 
over 300 feet are not allowed to use **C*' class buoys; 
over 3,000 feet of wharfage, godowns in connection. 
Butterfield & Swire have a large modern dockyard and 
shipbuilding works in full operation. 

Consular Representation: Belgium, Brazil, Chile, 
Bolivia, Denmark, Ecuador, France, Guatemala. Italy, 
Japan, Mexico, Netherlands, Nicaragua, Norway, Pana- 
ma, Peru, Portugal, Russia, Siam, Spain, Sweden, 
United States (George E. Anderson, consul general). 

Digitized by 




Steamers Using the Port and Their Ttade Ports 

Communication from Hongkong to such ccastal 
ports as Canton, Swatow, Amoy, Foochow, Shanghai, 
Keelung, Manila, Iloilo, Cebu, Saigon, Haiphong, Bang- 
kok, Singapore, Penahg is in normal times almost main- 
tained daily by The Indo-China S. N. Co. Ltd., China 
Navigation Co. Ltd., China Merchants S. N. Co., and 
the Osaka Shosen Kaisha. 

To Canton and Macao: The Hongkong, Canton & 
Macao Steamboat Co., run steamers twice daily to 
these ports and in addition to this company there are 
several other smaller Chinese concerns. 

Hongkong to Philippines: Communication between 
Hongkong and the Philippines is regularly kept up by 
the Indo-China S. N. Co. Ltd., and the China Naviga- 
tion Co. Ltd.. with sailings twice weekly. In addi- 
tion to these a number of the Pacific Orient liners 
touch at Manila previous to calling at Hongkong. The 
N. Y. K. Australian Service, together with the Eastern 
& Australian S. S. Co., also cater to the trade. 

Hongkong to Calcutta via Straits: A regular weekly 
service was formerly maintained on this trade by the 
Indo-China S. N. Co., The British India S. N. Co. Ltd., 
**Apcar'* Line and the N. Y. K. Government requisi- 
tioning disarranged these services during the war and 
only spasmodic sailings have been maintained. 

United Kingdom to Hongkong and vice versa: Pre- 
vious to the war the P. & O. S. N. Co. and the M. M. 
Co. each maintained a weekly mail service, and the 
N. Y. K. and N. D. L. ran steamers fortnightly. A 
cargo service by the Blue Funnel Lines, The P. & O., 
N. Y. K., R. M. S. P. Co., "Glen," "Ben," H. A. L. gave 
shippers opportunities to forward cargo at least twice 
weekly, but these sailings were considerably changed 
during the war. Sailings have been very irregular and 
space extremely limited. 

Orient to Pacific Coast: This trade was least affected 
by the war. All steamship lines, with the exception of 
the German lines, of course, are fast coming back into 
this trade. Regular passenger sailings between Hong- 
kong and the Pacific ports are maintained by the 
Canadian Ocean Services Ltd., The Pacific Mail S. S. 
Co., the Tcyo Risen Kaisha, The N. Y. K., O. S. K., 
and tava-China-Japan Line, Rotterdam & Netherland 
Lloya, the Waterhouse Steamship Lines and the China 
Mail S. S. Co. 

Hongkong to Japan Run: Sailings to and from Ja- 
pan are very frequent and hardly a day passes without 
a steamer sailing to and arriving from Japan ports. 
Hongkong to Australia: Sailing every ten days 
cr so. 

Hongkong to South America: The Toyo Kisen Kaisha 
maintains a regular monthly service to South American 

Hongkong to New York direct via Suez or Panama 
Canal: The New York Conference Service was greatly 
disorganized by the war and only loaded about one 
sailing per month. In pre-war days three or four sail- 
ings per month left Hongkong for New York d-rect 
either by Suez or Panama Canal. 

Imports: Cotton piece goods and fancy cotton goods, 
cotton yarn, woolen goods, raw cottons, metals, petroleum 
products, coal, rice, sugar, flour, earthenware hardware, 

Exports : Rice, silks^ feathers, ginger, galangal, cassia 
oil, Star aniseed and Star aniseed oil, groundnuts, wood 
oil, soy, human hair, Yunnan tin, Saigon cassia, gallnuts, 
bristles, matting. 

Names of Importing and Exporting Firms : J. M. Alves 
& Co., A. V. Apcar & Co., Arculli Bros., Arnhold Bros & 
Co., Ltd., Banker & Co., Botelho Bros., Bradley & Co., 
Ltd., Connell Bros., Carvalho & Currimbhoy & Co., Ltd., S. 
J. David & Co., Ltd., David Sassoon & Co., Ltd., Dodweli 
& Co., Ltd., Donnelly & Whyte, Fung Tang, Gande Price 
& Co.. Gibb Livingston & Co., Gilman & Co., Ltd., W. A 
Hannibal & Co., W. G. Humphreys & Co., J. D. Hutchison 
^ Co, S. C. Ismail & Co., Jardine, Matheson & Co. Ltd 

Hogg, Karanjia & Co., Lane Crawford & Co., W. R. Lox- 
ley & Co., Mitsui Bussan Kaisha, Ltd., Ming Kee Hong, 
N. Mody & Co., N. S. Moses & Co., Northwest Trading 
Co., Newall & Claxton, Patell & Co.. Pentreath & Co., 
Reiss & Co., Robertson, Wilson & Co., Alex Ross & Co., 
J. M. da Rocha & Co., E. D. Sassoon & Co., Shewaa Tomes 
& Co., H. Skott & Co., Scares & Co., De Sousa & Co.. H. 
Stephens & Co., Thoresen & Co., Union Trading Co., C. E. 
Warren & Co., Harry Wicking & Co., Yuen Hop Hong, The 
Hongkong Mercantile Co., Ltd., Thomas W. Simmons & 
Co., I. Tak & Co., Joseph Bros., G. Martini, Ltd., Maxim 
& Co., A. B. Moulder & Co., Ltd., T M. Gregory & Co. 
Manners & Backhouse, Ltd., P. A. Lapicque & Co., Gerin 
Drevard & Co., Mustard & Co., "Transmarina" Trading 
Co., Hastings Hodge & Co., Cooper & Co., D. S. Stem 


Hawaiian Islands 

Position: Latitude 21 degrees 18 minutes 17 seconds 
north, longitude 157 degrees 52 minutes 17 seconds west. 

Population, 82,846 (count made by Polk-Husted Di- 
rectory Company in June, 1917). 

Collector of Customs, Malcolm A. Franklin. 

Harbor Master, Capt. William R. Foster. 

Honolulu is the' largest, most modern and principal 
port of the Territory of Hawaii. It is located on 
the south coast of the island of Oahu, and is almost 
half way between the two outermost islands of the 
Hawaiian group. 

There are five principal islands in the Hawaiian 
group — Hawaii, Maui, Molokai, Oahu and Kauai — and 
three smaller ones — Niihau, Kahoolawe and Lanai, 
forming a chain ?.>ctending in a general northwest- 
southeasterly direction for about 450 miles. 

Honolulu is the capital city of the territory, a 
modern, wide-awake, enterprising municipality, fast 
becoming a popular all the year round tourist center. 
Chief scenic attractions of the islands are the active 
volcano of Kilauea, on Hawaii; the extinct crater of 
Haleakala. on Maui; Waimea Canyon, on Kauai; and 
Nuuanu Pali, four miles north of Honolulu, Oahu. 
The sea temperature is 72 to 76 degrees throughout 
the year, making sea bathing enjoyable every day. 

Honolulu harbor is the finest, safest and largest port 
m the Hawaiian Islands. It is absolutely sheltered 
in all kinds of weather, including the severe kona 
storms which blow at times in the winter months from 
a southerly direction. Northeast trades are the pre- 
vailing winds most of the year. 

The harbor is entered by a channel 400 feet wide 
and 3000 feet long, cut through a coral reef, and is 
protected by an artificial island formed from dredgings. 
The harbor proper has an average width of 1,200 and 
a length of 4,000 feet. Minimum depth is 35 feet, mean 
lower low tide. Originally the port had a natural 
harbor in the coral reef, caused by a fresh-water creek 
(Nuuanu Stream) restricting coral growth. Mean tidal 
range at entrance and head is only 1.9 feet. All ves- 
sels are able to enter and leave port with their full- 
load draft and to discharge and load cargoes while 
berthed at wharves. 

Improvement plans by the U. S. Corps of Engineers 
mclude an inner harbor, which when completed will 
have an area of 112 acres in addition to an entrance 
channel 400 feet wide and 3,100 feet long. This is 
known as the Kalihi Harbor project. 

Honolulu is appropriately .advertised as "The Cross- 
roads of the Pacific," situated as it is at the inter- 
secbon of two of the great trunk routes of the world's 
traffic. The port has not only geographical and cli- 
matic advantages to offer, but also low port charges. 
coupled with facilities for the rapid fueling, drydcck- 
mg and repairing of ships. There is never any trouble 
makmg a landfall in Hawaii, fog is unknown and there 
are no obstacles to navigation. 

Digitized by 




The harbor now has 20 wharves which can accom- 
modate ocean steamers. All wharves are under con- 
trol of the terrttorial Board cf Harbor Commissioners. 

Speedy dispatch of vessels callinjjr for bunker coal 
is given by the Inter-Island Steam Navigation Co. 
Its present facilities enable steamers to take coal at 
the rate of 100 tons an hour from one conveyor barge 
and at the rate of 200 tons from another. A modern 
marine terminal is now nearing completion, which 
will enable bunker coal to be put aboard at the rate 
of 150 tons an hour. Fuel oil for steamers and motor 
vessels is sold by the Standard, Associated and Union 
Oil companies. 

Principal exports from Hawaii are sugar and pine- 
apples. The sugar crop for 1916 was 593,483 tons; the 
1917 crop about 643,620 tons. The 1916 pineapple 
crop was 2,500,000 cases. Next in importance are raw 
coffee, grown on the Island of Hawaii, and rice, grown 
on all the islands. 

Imports: Cotton goods, breadstuffs, automobiles, 
iron and steel goods, coal. 

Exports: Sugar, rice, coffee, hides, tallows, bananas, 

Honolulu Pilotage Regulations 

A ship sailing under foreign articles must take a pilot. 
If she does not take a pilot she must pay half pilot- 
age (one-half the regular pilotage fee). 

American vessels sailing under enrollment (coast- 
ing articles) may come in without a pilot or without 
paying pilotage, but if the master has no pilot's license 
for Honolulu, he is violating a federal statute by com- 
ing in without a pilot, although he cannot be charged 
the half rate pilotage fee collected from foreign vessels. 

Any vessel entering Honolulu Harbor without a 
pilot will be boarded by a harbor official from the ter- 
ritorial Board of Harbor Commissioners when inside 
Honolulu Hatbor lighthouse, and the captain will then 
be shown by the harbor master or assistant harbor master 
the berth the ship is to take. The captain, however, will . 
be responsible where a pilot is not taken. 

Honolulu Towage Rates 

All towing business at the Port of Honolulu is done 
by Young Bros., Ltd., and the Matson Navigation Co. 

Young Bros.' tug is the Makaala, motor propelled 
vessel, of 41 gross and 10 net tons, 64.7 feet length, 
17.6 feet breadth, and 6.2 feet depth, built in 1915. 

The Matson Navigation Company's tug stationed at 
Honolulu is the Intrepid, a steam vessel, 123 gross and 
55.25 net tons, 85.5 feet length, 21.2 breadth and 10.3 
depth, built in 1900. 

At Hilo the tug Printer does all towage work. She 
is a steam vessel of about the same size and power 
of the Makaala and Intrepid. 

Towage rates at Honolulu, Hilo, Kahului and Port 
Allen are practically the same. The Honolulu rates 
now prevailing are as follows: 

Vessels under 200 tons $30.00 

200 and 300 tons 35.00 

300 and 500 tons 40.00 

500 and 800 tons 45.00 

800 and 1000 tons 50.00 

1000 and 1200 tons 60.00 

1200 and 1400 tons 75.00 

Over and above 1400 tons, 5c per ton registered ton- 
nage in addition; towing outside pilot limits as per 

Additional Rules, Honolulu Harbor 

Special rules and regulations covering the control of 
shipping in flonolulu Harbor for the duration cf the 
war with Germany were adopted by the Territorial 
Board of Harbor Commissioners, April 24, 1917, as 

No vessel or craft of any description shall enter or 
depart from Honolulu Harbor from one-half hour after 
sunset until sunrise. 

Vessels of over fifteen tons (registered classes) may 
move from pier to pier within Honolulu Harbor during 
day or night. 

Vessels under fifteen tons are prohibited from any 
movement whatsoever in Honolulu Harbor from one- 
half hour after sunset until sunrise, except ships' row 
boats, where said ships are anchored in the stream. 

No person will be admitted on Piers 2, 6, 7, 11. 12, 13, 
14, 15 and 16 between the hours of 5 o'clock p. m. and 
7 o'clock a. m., except employes cf a vessel lying at the 
wharves who must be identified to the guard by an 
officer of the vessel designated by the Harbor Master 
for this purpose. 

Provided, that at any pier where a vessel is working 
cargo the guards will be instructed, during such prohi- 
bitive hours, to admit to the wharf only the following: 

(a) Employes of the Stevedoring Company identified 
to the guard by an officer appointed by the Board of 
Harbor Commissioners; 

(b) Employes of the Steamship Company or vessel 
identified to the guard by an officer of the Steamship 
Company, or vessel lying at the wharf, said officer being 
designated by the Harbor Master. 

(c) Employes of said vessel's agents identified to the 
guard by an officer appointed by the Board of Harbor 

SlMl Sliatfs will IM Emtttf or tliU Pier at a CMt tf tSOO.OOO 

Digitized by 




Prcyided, further, when steamers are lying at Piers 
2, 6, 7, 11, 12, 13, 14, 15 and 16 with passengers in 
transit, said passengers, or officers, or employes of the 
vessel going ashore must, on their return to the steamer, 
be identified to the guard by an officer of the vessel duly 
posted for that purpose; said officer having been duly 
identified to the guard by the Harbor Master. 

These rules shall take effect from and after the date 
of publication. 

Caution: Referring to first three paragraphs hereof, 
offenders will endanger themselves to the fire of the 
forts after being warned by a shot across the bow; 
and violators to any of the above rules will be subject 
to arrest. 

Dated at Honolulu this 24th day of April, 1917. 

By its Chairman, 


Steamer Routes from Honolulu 
For San Francisco 

Matson Navigation Co.: Agents, Castle & Cooke, 
Ltd., Fort and Merchant Sts.; telephone 1251. Weekly 
sailings. Freight, passengers, mails. 

Oceanic S. S. Co.: C. Brewer & Co., Ltd., agents, 
Fort St.; telephone cf passenger department 3889, 
freight 2633. Sailings every 21 days. Freight, pas- 
sengers, mails. 

China Mail S. S. Co.: H. Hackfeld & Co., Ltd., agents, 
Hackfeld Bldg., Fort and Queen Sts.; telephone 1241. 
Manager of shipping department, F. W. Klebahn; tele- 
phone 1241. Sailings every 71 days. Freight, pas- 
sengers, mails. 

Great Northern-Pacific S. S. Co.: Fred L. Waldron, 
Ltd., agents, Fort St.; telephone 3428. Sailings every 
18 days during winter tourist season, November to 
May. Freight, passengers, mail. 

For Victoria and Vancouver 

Canadian-Australasian Royal Mail Line (XJinion S. S. 
Co. of New Zealand, Ltd.): Agents Theo. H. Davies & 
Co.. Ltd., Kaahumanu St.; telephone 3941. Manager 
shipping department, Wentworth Buchanan. Sailings 
every four weeks. Freight, passengers, mail. 

For the Orient 

China Mail S. S. Co.: (See for San Francisco,") 

Toyo Kisen Kaisha: Alexander Young Building. 
Sailings every two weeks. Freight, passengers, mail. 

Pacific Mail S. S. Co.: Merchants St. Agent, S. W. 
Good. Sailings every four weeks. Freight, passengers, 

Osaka Shoscn Kaisha: Castle & Cooke, Ltd., agents, 
Fort St.; telephone 1251. Freight only. (Sailings in- 
definitely postponed.) 

Nippon Yuson Kaisha: C. Brewer & Co., Ltd., agents, 
Fort St. Freight only. (Sailings indefinitely post- 

Java-Pacific Mail Service (Nederland Royal Mail Line 
and Rotterdam-Lloyd Royal Mail Line): C. Brewer & 
Co., Ltd., agents, Fort St.; passenger department tele- 
phone 3389, freight 2633. Sailings every two weeks. 
Freight, passengers, mails. 

For Sydney 
Oceanic S. S. Co.: (See for San Francisco.) 
Canadian-Australasian Royal Mail Line: (See for 

For Suva and Auckland (also Sydney) 
Canadian- Australasian Royal Mail Line: (See for 

For New York via Panama 

American-Hawaiian S. S. Co.: Agency in Hackfeld 
Bldg., Fort and Queen Sts. General agent, C. P. Morse. 
(Hawaii-New York service via Panama Canal in- 
definitely postponed.) Telephone 1241. Freight. 

For Pago-Pago, American Samoa 
Oceanic S. S. Co.: (See for San Francisco.) 

For Ports in Hawaiian Islands 

Inter-Island Steam Navigation Co., Ltd.: Main offices 
Queen St.; telephone 4941. Sailings semi- weekly to 
all islands of Hawaiian group, from Honolulu. Freight, 
passengers, mails. 

List of Wharves, Honolulu 

Pier 1: Government wharf, used by 19th Lighthouse 
District and U. S. Engineer's Office. 

Pier 2: Proposed concrete bulkhead wharf S60 feet 
long with slip one end 150 feet long. Is to be equipped 
with traveling crane for handling lumber; is to be 
primarily a lumber wharf. Owned and controlled by 
Harbor Board. Depth of water will be 30 feet. 

Piers 3, 4, 5: Government piers, used by U. S. Navy 
and U. S. Army for transport docks and berthing war 

Pier 6: Lumber Pile wharf 500 feet by 150 feet, 
has timber constructed shed over entire length of 
wharf. Slip between 5 and 6 is 140 feet wide, between 
6 and 7 is 20O feet wide. Has fuel-oil pipe line. Owned 
and controlled by Harbor Board. This wharf is used 
regularly by steamers of the Pacific Mail, Oceanic and 
Great Northern-Pacific lines. Depth of water is 30 feet 

Pier 7: Timber pile wharf 600x125 ft., has timber 
shed with second story passenger galleries. Has fuel 
oil pipe line. Territorial pier, used by largest vessels. 
Slip between 7 and 8 is 200 feet wide. Steamers of 
Toyc Kisen Kaisha, Canadian-Australian and Java-Pa- 
cific Mail Service dock there regularly. Pier contains 
offices of harbor master and pilots. Depth of water 
32 feet. 

Piers 8, 9 and 10: Concrete bulkhead wharves in pro- 
cess of construction. Pier No. 8 is 616 feet long; Pier 

9 parallel with the chv»nel is 635 feet long, and Pier 

10 is 550 feet long. These wharves when completed 
are to have fireproof freight sheds with second story 
passenger galleries. Territorial public piers, large enough 
for biggest liners calling at Honolulu. Depth of water 
at Pier 8 will be 32 feet; Pier 9, 35 feet; Pier 10, 32 feet 

Piers 11. 12, 13, 14: Used only by Inter-Island steam- 
ers. Owned and controlled by Territorial Board of 
Harbor Commissioners. 

Pier 15: Timber pile bulkhead wharf; is approximate- 
ly 1,100 feet long and has timber construction freight 
sheds; has slip between No. 14 and Nc. 15 which is 
3(X) feet long by 150 feet wide. No oil pipe line. Ter- 
ritorial pier, controlled by Harbor Board. Steamers of 
Matson Navigation Co. use this wharf exclusively on 
arrival. Depth of water, 32 feet. 

Pier 16: Timber pile wharf, approximately 1,150 feet 
long by ICX) feet wide with timber construction sheds. 
Territorial pier; fuel cil pipe line under construction. 
Used by steamers and small lumber schooners to dis- 
charge cargo. Depth of water, east side of pier, 32 
feet; west side, 28 feet. 

Privately-Owned Piers 

Pier 17: This pier, also Piers 18, 19 and 20 are 
owned by the Oahu Railway & Land Company, Ltd. 
Pier 17 is known as the "Railroad Wharf." It has 
railway tracks connecting with the main line. Cargo is 
discharged direct to freight cars. This pier is used by 
oil tank steamers to discharge their cargoes, pumping 
them through big pipe lines from the wharf to the 
tanks in Iwilei. Pier 17 is a timber pile wharf ap- 
proximately 1,250 feet long by 50 feet wide; no sh^. 
Slip between 16 and 17 is 150 feet wide. Depth of water 
is 28 feet on both sides. 

Pier 18: Timber bulkhead wharf approximately 1,400 
feet long; has three large pile sheds. One 75x400; 
one 150x400, and one 160x400; and two sugar ware- 
houses, approximately 100x400. Depth of water, 28 feet 

Pier 19: Sugar warehouse wharf; depth of water, 
30 feet. 

Pier 20: Sugar warehouse wharf; depth cf water, 
30 feet. 

Digitized by 




Shipplaf Board 8t»aM«r« Atonpldo Pl«r« Nat. 17 ud 18 

Piers 19 and 20 are both used exclusively by Matson 
and American-Hawaiian steamers to load sugar cargoes. 
A spiral sugar-chute conveyor system carries sugar 
from warehouses to boats. 

New Inter-Island Coal Wharf 

Is on the southwest side of Pier 20. Depth of water, 
30 feet. Vessels will discharge their coal cargoes there 
and steamers calling for bunkers will load while berthed 
at the coal wharf. Plant now under construction. 

U. S. Port Officials— Honolulu 

Collector of Customs: Malcolm A. Franklin, cus- 
tom house. Fort St.; telephone 1284. 

U. S. Inspector of Steam Vessels: Capt. Robert T. 
Bain, inspector of hulls, office Young Bldg., Bishop St., 
room 26; telephone 3182; residence The Roselawn, tele- 
phone 2699. Thomas J. Heeney, inspector of boilers, 
office room 30, Young Bldg., Bishop St., telephone 3182; 
residence 17th Ave., Kaimuki, corner Pahoe Ave., tele- 
phone 7255. 

IT. S. Shipping Commissioner: William D. Wilder, 
custom house, Fort St., telephone 2442. 

U. S. Immigration Service: Richard L. Halsey, in- 
spector in charge, immigration station, Channel Wharf, 
telephone 2037; residence 1805 Wilder Ave., telephone 

U. S. Quarantine (Public Health) Service: Dr. Frede- 
rick E. Trotter, surgeon in command and chief quaran- 
tine officer, district of Hawaii, office Allen St. near 
Fort, in rear of custom house, telephone 2112; residence 
1536 Kewalo St., telephone 4515. 

U. S. Lighthouse Service, 19th Lighthouse District 
(Hawaii): Frank C. Palmer, superintendent, office 3d 
floor McCandless Bldg., Bethel St., telephone 2241; resi- 
dence 1440 Palolo Road, telephone 7474. Arthur E. 
Arledge, inspector, McCandless Bldg., room 311, tele- 

Fhone 2241; residence 1232 Wilhelmina Rise, telephone 
U. S. Engineers Office, Hawaiian Army District: 
Lieut.-Col. Robert R. Raymond, department engineer, 
Hawaiian Department, U. S. A., office 301 McCandless 
Bldg., Bethel St., telephone 1370; residence 1562 
Nuuanu Ave., telephone 3277. 

Honolulu Marine Insurance Agencies 

Lloyd's: Theo. H. Davies & Co., Ltd., office Kaahu- 
manu St., telephone 3491. Manager, W. G. Single- 

British & Foreign Marine Insurance Co., Ltd. Theo. 
H. Davies & Co., Ltd., agents. 

Union Marine Insurance Co., Ltd.: Theo. H. Davies 
& Co., Ltd., agents. 

Marine Surveyors: John S. Muirhead, E. Kopke, Capt. 
William R. Foster, Capt. John R. Macaulay, (Tapt. J. F. 
Haglund, Capt. M. A. Madsen. 

U. S. Government Offices in Honolulu 

U. S. Attorney: Model Bldg., Fort St., telephone 1418. 

Collector of Customs: Fort St., telephone 1284. 

Chief Examiner and Custom House: Fort St., tele- 
phone 2442. 

District Court: Model Bldg., Fort St., telephone 2063. 

U. S. Engineer Hawaiian Army District: McCandless 
Bldg., Bethel St., telephone 1370. 

Food and Drug Inspector: Kapuiwa Bldg., King St., 
telephone 4578. 

Hydrographic Office: Kapiolani Bldg., Alakea and 
King St., telephone 3662. 

Immigration Service: Channel Wharf, telephone 4221. 
Chief inspector's office, telephone 2037. 

Inspector of Steam Vessels: Young Bldg., Bishop St., 
telephone 3182. 

Internal Revenue and Income Tax Office: Capitol 
Bldg., collector's office, telephone 2306. 

Land Office: Capitol Bldg., telephone 1211. 

Lighthouse Inspector, 19th Lighthouse District: Mc- 
Candless Bldg., Bethel St., telephone 2241. 

U. S. Marshal: Model Bldg., Fort St., telephone 2757. 

Naturalization Service: Clerk's office, Federal Court, 
Model Bldg., Fort St., telephone 2063. 

Navy Recruiting Station: Old Naval Station, Allen 
St., waterfront, telephone 2726. 

Postoffice: Bethel St., telephone 2513. 

Public Health and Marine Hospital Service: Allen 
St., waterfront, rear of custom house, office of chief 
quarantine officer, telephone 2112. 

Quartermaster, Hawaiian Department U. S. A.: Hotel 
*St. department quartermaster, telephone 1878; supplies 
division and sales commissary, telephone 3933; trans- 
portation department. 2130. 

Weather Bureau: Young Bldg., Bishop St., tele- 
phone 2114. 

Seamen's Institute, Honolulu 
Corner Alakea and Halekauila Sts. C. F. Mant, Supt. 

Sailors Union of the Pacific 

Office 810 Nuuanu Ave., corner Queen St 
wardson, business agent. 

John Ed- 

Digitized by 






Position: Latitude 28 degrees 34 minutes south, 
longitude 71 degrees 21 minutes west. 

Stevedoring: Rates for loading and discharging cargo, 
no tariflF for labor. Cost for general labor, no fixed 

Accommodation: Net good for discharging. Many 
launches to take tonnage but poor facilities on shore. 
Vessels anchor 8 fathoms half mile out. North winds 
sometimes impede work. One mole for heavy cargo, 
about 200 tons per day, 2 cranes. 

Imports: Machinery, general supplies. 

Exports: Copper ore, raisins, wines, hides, silver, 
iron, hay. figs. 

Steamer Lines Using the Port: C. S. V. A., P. S. N. C. 



Position: On north bank of the Yangszte river, 393 
miles from Hankow, and about 900 miles from Shanghai, 
'fhe anchoring of vessels and loading and discharging 
is regulated by the Imperial Maritime Customs. 

Port Charges: For vessels over 150 tons, 4 mace per 
ton; vessels under 150 tons, 1 mace per ton. There are 
no other charges or dues. 

Accommodation: The depth of the water varies 
through the year. During the summer months vessels 
up to 12 and 15 feet draft can be accommodated, but 
during the winter the receding waters limit the harbor 
to vessels of not more than 7 feet draft. There are 
no cranes, docks, or drydocks. 

Imports: Cambrics, muslins, cotton yarn, grey 
shirtings, piece goods, drills, buttons, dyes, sugar, 

Exports: Hides, vegetable tallow, varnish, beans, 
wheat, coal, wood oil, medicines,, raw cotton, untanned 
goat skins, crude vegetable wax. 

degrees east. 

Population: 47,933. 
Pilotage: Compulsory, 


Philippine Uandt 

Latitude 11 degrees north, longitude 123 

Port Charges: Tonnage or wharf dues, 12j^c P. I. 
Cy. per net registered ton or 35c per 1,000 kilos, on 
merchandise loaded and/or discharged at ship's option. 
Customs, Stamps on manifest and bill of health P9, if 
with passengers PIO. Overtime P1.20 for each inspec- 
tor and P0.45 for each guard, per hour, after 6 p. m. till 
6:30 a. m. Light dues, no light available. Other 
Charges, Government piers if used more than 8 hours 
PO.Ol per gross ton register per day or part of day. 

Stevedoring: Rates for loading and discharging 
cargo, P0.45 per ton. Overtime cost per hour, P30 per 
gang per night. Cost for general labor, P1.20 per man 
per day. Lighterage, cost per ton, Bay, general and 
coal PI., sugar P0.80; River P0.80 and P0.50, respective- 
ly. Lighterage, cost per lighter per day, P45. 

Accommodation: Land-locked straits between Island 
of Guimaras and mainland. Iloilo River, upper reach 
having extensive wharf and lower reach having Govern- 
ment piers in front of principal warehouses. When the 
river is dredged there is 18 feet in upper reach and 24 
feet in lower reach at low water spring tides, but as 
the Insular Government has not sent a dredge to Iloilo 
for some time, there is now not over 15 feet in the 
upper reach and 20 feet in the lower reach. 

Imports: General merchandise for local consump- 
tion, including soft goods, hardware, machinery, coal, 
rice, flour, canned goods, petroleum and gasoline. 

Exports are comprised chiefly of sugar, copra, hemp, 
tobacco and sapan'wood. 

Names of Importing and Exporting Firms: Smith, 
Bell & Co. Ltd., W. F. Stevenson & Co. Ltd., Warner, 
Barnes & Co. Ltd., Ker & Co., Pacific Commercial Co., 
Cpmpania General de Tobacos de Filipinas. 

Steamer Lines Using the Port: China Navigation 
Co. Ltd., trading with Hongkong. 

Consular Representation: Great Britain, Spain, Nor- 
way, China. 

The dry season is from October to May incl. (N. E, 
monsoon) and the wet season from June to September 
(S. E. monsoon). Iloilo is too far south to come within 
the actual typhoon zone, although when a typhoon is 
in the vicinity considerable heavy rain and wind are 
usually experienced. 


New Zealand 

Location : Invercargill is situated on Foveaux Strait 
Vessels too large for access to the harbor stop at Bluff 

Population: 16,000. Imports are largely confined to a 
run of general merchandise and timber. 

Pilotage: 25-^d. per ton n. r., inwards and outwards. 

Port Charges: 3d. per ton net. reg. per trip, but not 
to exceed 9d. per ton in any six months. Berthage 
dues. Id. per ton net. reg. for first day or part thereof; 
Id. per ton for second day or part thereof; and %d. per 
ton for each succeeding day or part of day. Light 
dues, state, 4d. per ton if first port of call; ]/i6. per ton 

Stevedoring: Discharging, 1/8 to 2/- per ton. Load- 
ing general, 2/- per ton. Frozen cargo, various, accord- 
ing to class of cargo. 

Accommodation: At Bluff there is a large wharf 
with five lines of rails, with depth from 20 to 31^ feet. 
The largest steamers trading to New Zealand, such as the 
"Ionic," "Corinthic," "Athenic" are accommodated at this 

— Copyrl^ted by Underwood & Underwood 



Position: Latitude 20 degrees 12 minutes south, 
longitude 70 degrees 11 minutes west. 
Population: About 40,000. 
Pilotage: Not compulsory. 

Digitized by 




Port Charges: Tonnage or wharf dues, none. Cus- 
toms, none. Light dues and hospital, steamships about 
$0,273 U. S. G. per net ton, sailing vessels about $0,182 
U. S. G. per net ton, once in a year. 

Stevedoring: Rates for loading cargo, about $0.25 per 
ton (nitrate). Rates for discharging cargo about $0.45 
per ton (coal). Overtime cost per hour for general 
labor, about $0.30 U. S. G. Lighterage, cost per ton, 
about $0.40 U. S. G. 

Boats coming alongside before the port captain goes 
aboard are liable to a fine of 50 pesos. Masters are re- 
quired to leave the port after the cargo has been on 
board for 48 hours, nor are they allowed to land after 
being cleared by the authorities. 

Accommodation: Open bay. 

Imports: General merchandise, machinery, food- 

Exports: Nitrate, iodine, hides, ores. 

Names of Importing and Exporting Firms: Nitrate 
Agencies Ltd., Gibbs & Co., Buchanan, Jones & Co.. 
Harrington, Morrison & Co., Lockett Bros. & Co. 

Steamer Lines Using the Port: Pacific Steamship 
Navigation Co., Compania Sud Americana de Vapores, 
W. R. Grace & Co., America-Hawaiian Atlantic & Pa- 
cific Steamship Co., Merchants' Line, Luckenbach Co., 
Cia. Peruana de Vapores, Toyo Kisen Kaisha. 

Consular Representation: England, Argentina, Bo- 
livia, Mexico, Panama, Venezuela, Belgium, Ecuador, 
Japan, Colombia, Peru. Vice-C^onsuls : Brazil, France, 
Spain, Sweden, Norway and Denmark. Consular Agents : 
United States and Italy. 

Iquique during the European war depended largely upon 
the nitrate industry. Nitrate is used as fertilizer and also 
in the manufacture of munitions. During the year 1916, 
1,116,252,500 pounds of nitrate, worth about $20,833,100 
U. S. Gold, were exported to the United States. Iodine, 
hides, and ores are also exported to the United States. 



Position: Latitude 39 degrees 9 minutes north, 
longitude 127 degrees 33 minutes east. 
Population: 13,000. 

Port Charges: Tonnage dues, 30c per ton reg. 
Exports: Fish, hides, beans. 



Latitude 58 degrees 19 minutes north, longitude 134 de- 
grees 28 minutes west. 

Distance from Seattle, 867 miles. 

Population, including Douglas, Treadwell, Thane, and 
radius of five miles, 7,500. 

Wharves: City wharf, owned and operated by city; 
Worthem Lumber Co. wharf; Alaska-Iuneau Minmg Co. 
dock; City wharf. Douglas; Juneau Ferry & Navigation 
Co. wharf, Douglas; Alaska-Treadwell Gold Mining Co. 
wharf, Treadwell. 

Steamship Lines: Juneau Ferry & Navigation Co., 
Juneau S. S. Co. for local points. All lines calling at 
Ketchikan, oflFering a sailing about every day to and from 

Harbor: At head of Gastineau channel. Offers a good 
harbor with anchorage and with sufficient depth of water 
for coastwise steamers at wharves. Juneau is the capital 
of Alaska and territorial government offices are located 
here. J. F. Pugh is collector of customs ; Geo. H. Whitney, 
inspector of hulls, and Thos. Banbury, city wharfinger. 

Douglas is located opposite Juneau on Douglas Island, 
and has also a fine harbor, with sufficient wharfage room 
for present traffic. 


Hawaiian blands 

Latitude 20 degrees 54 minutes 10 seconds north, 
longitude 156 degrees 28 minutes 21 seconds west. 

Population, about 1,000. 

Harbor Master and Pilot, Capt. E. H. Parker. 

Kahului harbor is on the north (windward) coast of 
the Island of Maui, about 110 miles by water S. 18 de- 
grees E. from Honolulu and about 100 miles by water 
41 degrees W. from Hilo. 

Entrance to the habor is through a dredged inlet in 
a coral reef. The harbor has a general width of 700 
feet and an area of about 25 acres. It is protected from 
the prevailing winds, the northeast trades, by a 2,200- 
foot breakwater, and has a depth of 35 feet or over at 
mean lower low tide. 

Construction of the breakwater has made it possible 
to load vessels except during severe storms from the 

Kahului is the terminus of the Kahului Railroad, and 
lumber schooners discharge and load cargo at the wharf, 
but large vessels, such as American-Hawaiian and Matson 
steamers, also oil tankers of the Standard, Union and 
Associated Oil fleets, have to make fast to mooring 
buoys inside the breakwater and discharge and load 
cargos by means of a lighterage system operated by the 
railway company. 

Kahului is about four miles from Wailuku, the county 
seat of Maui. Kahului is the principal port on the Island 
of Maui. 

David C. Lindsey is deputy collector of customs at 



Population, about 30,000. 

Bunkering port in latitude 33 degrees 40 minutes 
north, longitude 129 degrees 95 minutes east. The har- 
bor is accessible to all vessels up to 12,000 tons, with 
anchorage in 6 to 7 fathoms. The average rate per 
hour for bunkering ships is 150 tons to 200 tons. 

Ordinary ship repairs are obtainable here. A consider- 
able quantity of coal is exported. 


Position : Latitude 25 degrees 9 minutes 22 seconds north, 
longitude 121 degrees 44 minutes 37 seconds east. 

Population: 37,82a 

Pilotage: Not compulsory. The pilots shall respond to 
the call of any vessel requiring their services. A pilot when 
on duty shall carry his license with him. A pilot boat 
when on pilotage dut>r shall exhibit by day, the pilot jack 
(4;4x 3 ft.) and by night carefully show the proper lights 
required by the International Regulations. On taking 
charge of a vessel the pilot shall hand in his name in 
writing and show his license if required. 

Scale of Pilotage Fees (in Yen) : 3,000 gross tons and 
under. Outer Harbor, in and out 30, in 25, out 10; Inner 
Harbor, in and out 40, in 35, out 10. 3,001-5,000 gross tons. 
Outer Harbor, in and out 40, in 35, out 10; Inner Harbor, 
in and out 50, in 45, out 10. 5,001-7,000 gross tons. Outer 
Harbor, in and out 50, in 45, out 10; Inner Harbor, in 
and out 70, in 65, out 10. Above 15,000 gross tons, Outer 
Harbor in and out 60, in 55, out 10; Inner Harbor, in 
and out 70, in 65, c ut 10. Above 15,0()0 gross tons. Outer 
Harbor, in and out 65, in 60, out 10, Inner Harbor, in and 
out 75; in 70, out 10. N. B.— 10 Yen extra is added if 
pilotage is performed at night. 

Photographing within Prohibited Areas: As Keelung 
lies in the fortified area, any person, without permission, 
found taking photographs, making sketches or surveys of 

Digitized by 




any defensive works or topographical features within the 
fortified zone shall be liable to a penalty or a major im- 
prisonment by the Japanese law. This zone embraces a 
radius of 6^ miles from Keelung, including Suishen 
Kyaku and Kimpoori. N. B. — Suishen Kyaku is a town 
situated midway betwen Keelung and Taipeh along the 
railway line. 

Accommodation: A breakwater is constructed at the 
entrance of the harbor, making the inner harbor very 
calm. The entrance to the harbor is wide enough to per- 
mit vessels of less than 6,000 tons to pass freely in and 
out. It is possible for four 6,000-ton ships to lie alongside 
the wharves. There are also two piers capable of accom- 
modating two 2,000-ton ships. On the wharves there are 
four iron and concrete sheds and nine cranes (2 of 10 tons 
capacity, 1 of 30 tons, and 6 of 1J4 tons). Keelung con- 
tains several shipbuilding yards, but all of them very 
small. There is only one dock which is able to accommo- 
date only vessels of small dimensions. Altogether, in- 
cluding wharves, piers and buoys, there are accommodations 
for 17 vessels. The depth of the harbor is 30 feet at 
neap tide. The quay has a length of 2,250 feet and is 
divided into four sections, numbering 1, 2, 3 and 4, 
on which are built a corresponding number of transit 
sheds, each measuring 450x60 feet, with railway tracks 
laid for the rapid handling of cargo. There are six 
electric transporters capable of carrying from 1 to 1J<$ 
tons, and two electric cranes lifting 10 tons. A heavy 
lifting crane is erected at the end of No. 4 section of 
the quay, capable of lifting 30 tons. The quay will take 
vessels of 10,000 tons. 

Mooring Buoys: Outer Harbor. There are two moor- 
ing buoys; No. 1 bears from Lt. Ho. S. 5 degrees E., and 
from Bush I Bn. S. 1 degree W.; No. 2 bears from Lt. 
Ho. S. 26 degrees E. and from Bush I Bn. S. 24 de- 
grees W. 

Inner Harbor. There are several mooring buoys, taking 
six vessels of 2,000 to 10,000 tons. 

There are also 3 buoys and 3 sunken chains laid along 
the quay front and the piers, about 210 feet apart; these 
are specially meant for vessels' stern mooring. The ends 
of these sunken chains are triced up on the mooring 
posts in front of the third and fourth sheds. 

Weather and Time Signals: Weather telegrams from 
Taipeh Observatory are exhibited on the Notice Boards 
at the Harbor office. 

At noon China Coast M. T. (120 degree E.) a gun will 
be fired from the top of a hill near the Keelung local office. 

Wireless Telegraph and Telephone Service: The wire- 
less telegraph mast is erected on Cape Fukikaku where 
the light house stands. The wireless telephone mast is 
situated behind the light house at Image Point, Keelung. 
Both systems transact universal messages at all times. 

Coal: Keelung produces about 130,000 tons of coal 
per annum and about 8,000 tons are kept in stock at all 
times. It compares favorably with Japanese coal the ana- 
lysis being as follows : 

Moisture 4.52 per cent, volatile matter 40.05 per cent, 
coke 35.11 per cent, ashes 2.32 per cent, sulphur 1.32 per 
cent, heating value 7,260 calories. Price of bunker coal, 
double-screened 10 yen per ton, large or lump 8 yen per 
ton, unscreened 6 yen per ton, dust 4 yen per ton. 

Water: Is good and abundant The price is regulated 
according to the distance from the source of supply. At 
the quay 15 sen per ton. Inner Harbor 25 sen per ton. 
Outer Harbor 35 sen per ton. 

Call Flag : International Code "W." 

Names of Importing and Exporting Firms: Boyd & 
Co., Tait & Co., Jardine, Matheson & Co., Ltd., Carter, 
Macy & Co. Inc., J. C. Witney Co., Mitsui Bussan Kaisha 
Ltd., Samuel, Samuel & Co. Ltd., Standard Oil Co. of 
New York, Mitsubishi & Co., Suzuki & Co., Yayeyama 
Coal Mine Office. 

Steamer Lines Using the Port: Osaka Shosen Kaisha, 
China Coast Ports, Japan and Pacific Coast; Nippon Yusen 
Kaisha, Japan and Pacific Coast. 

Consular Representation: Great Britain, United States, 



Latitude 55 degrees 30 minutes north, longitude 131 de- 
grees 25 minutes west. 

Distance from Seattle, 661 miles. 

Population, 2,000. 

Wharves: One, owned and operated by Ketchikan 
Wharf Company. 

Steamship Lines: Alaska S. S. Co., Pacific Steamship 
Co., Canadian Pacific B. C. Service, Humboldt S. S. Co., 
all operating frequent schedules. 

Harbor: Located in Tongass narrows, offers commodi- 
ous anchorage, with sufficient depth of water at wharf 
for all coastwise vessels. 



An open treaty port on the Yangszte River, situated near 
the outlet of the Poyang Lake, with a population of about 
60,000 inhabitants. Kiukiang is about 142 miles from 
Hankow, and 454 miles from Shanghai. All vessels plying 
the river make this a regular port of call. 

Pilotage: Not compulsory. 

Port Charges: Tonnage dues on all vessels. 

Accommodation: There is considerable room for an- 
chorage, and an absence of tide. The port has seven 
hulks, five of which are connected with the shore by 
pontoons. These will take care of any sized vessel. 

Imports: Kerosene oil,. cotton yam, cotton piece good^, 
petroleum, velvets, woollens, white and brown sugar, 
copper, lead. 

Exports: Tea, tobacco, beans, hemp, indigo, sesamum 
seeds, paper, peas. 

Consular Representatives: Great Britain, Japan. 



(See Hoihow). 

Population : 20,000. 

Pilotage: Private. Pilots are ordinarily engaged at 
Hongkong or Haiphong for up the gulf. 

Port Charges: Tonnage dues, 4 mace per ton (good 
for any port in China). Vessels load and discharge into 
native boats at about 25 cents a ton. 

Imports: Petroleum, cotton, woollen goods, kerosene 
oil, flour. 

Exports: Grass cloth, sugar, pigs, betel nuts, matches, 

The bulk of the trade of this port is carried on with 

KOBE (Hiogo) 

Position: Latitude 34 degrees 40 minutes north, longi- 
tude 135 degrees 14 minutes east. 

Population : 551,872. 

Principal port of entry of the empire. More than 3,(XX) 
vessels enter each year. Three hundred and forty-eight 
miles by water southwest of Yokohama. At head of Bay 
of Osaka. 'Port of call for all principal steamship lines. 
Good anchorage in mud and sand. 

Pilotage: Advisable, not compulsory. 3^ to 65^ yen 
per foot. 

Port Charges: Tonnage dues each entry, 5 sen per net 
regular ton; 15 sen for the year. Customs buoy, steamer 
up to 5,000 tons, yen 7 per day ; steamer over 5,000 tons, 
yen 10 per day. Light dues, none. Other charges, wharf 
dues, 2 sen per ton first day, 1 sen per ton thereafter. 

Stevedoring: Rates for loading and discharging cargo, 
about 24 cents to 38 cents. Overtime cost per hour (labor), 

Digitized by 




GIlMPM vf K«h« Harbor— Copgrrifhted by Underwood & Underwood 

28 sen per man. Cost per hour for general labor, 14 sen 
per man. Lighterage, cost per ton, average yen 1 (paid by 
consignees). Lighterage, cost per lighter per day 15 sen 
per ton. 

Accommodation: Anchorage 500 acres, four piers, 1,200 
feet long, accommodating up to 16 steamers ; draft at low 
water 28 feet ; ample accommodation in harbor where most 
steamers discharge and load. Kawasaki Dock Co. has one 
graving dock, 425 feet, and one slip 280 feet long. The 
Mitsu Bishi Dock Co. has one floating dock of 7,000 tons 
and one of 12,000 tons. 

Government quay walls, 1,797 feet long, with iron and 
wooden storage sheds. 

Tokyo Warehousing Company, iron piers 600x62 feet 
with 26 feet of water, with ample sheds, cranes, etc., 
mooring walls at Takaham, 1,704 feet long with 27 feet 
of water, and sheds and warehouses. 

Imports: Cotton, steel, iron, tin, coal, rice cotton, 
manures, manufactured goods. 

Exports: Oil, copper, cereals, braids, tea, silk, matting, 
porcelain, cotton goods, rice, straw. 

Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., Comes & Co., Samuel & Co. Ltd., 
W. H. Strachan & Co. Ltd., Dodwell & Co., Rogers Brown 
& Co. 

Steamer Lines Using the Port: International Shipping 
Co., Ltd., Frank Waterhouse & Co., general agents, all 
Pacific lines, local lines from Kobe to Shanghai, Hong- 
kong, Tientsin, Vladivostok, Chemulpo, Dairen, Singa- 
pore, Penang, India and all principal eastern ports. 

Consular Representation : All nations have consuls ex- 
cept the following which have consular agents, Italy, Nor- 
way, Sweden, Brazil, Portugal. Robt. Frazer, Jr., is con- 
sul for the United States. 

The progress of the development work going on in the 
harbor has been rapid. With the exception of the walls 
above sea level on No. 3 and No. 4 piers, the sea-walls 
of the new docks have been completed, while the ware- 
houses, railways and roads are practically complete on 
Piers No. 1, 2, and 4. The railways connect with the 
Government Railways at Onohamo Station, while the roads 
connect with Kano-Cho and Kyobashi-Dori. There are 

four warehouses on No. 1 pier, four on No. 2 pier and 
three on No. 4 pier, which, together with the temporary 
sheds erected on No. 3 pier to relieve the congestion in 
the warehouses, make a total of 14 warehouses, covering 
62,694 square yards. There are three 1>4 ton portable 
electric cranes on piers No. 1, 2, and 4, while five more 
electric cranes are under construction. 

In 1917, vessels to the amout of 940,976 registered tons 
were accommodated at the new piers, while 748,753 tons 
of cargo were landed. 

The eastern breakwater, built of stone, reinforced con- 
crete and concrete blocks, is complete with the exception 
of the upper walls, the lighthouses at the ends being now 
finished. The foundation stones for 1,500 feet of the 
southern breakwater have been laid and the upper works 
of concrete blocks, are now in process of construction. 

Following is a summary of the work completed to date : 
Land reclaimed, 306,350 square yards, or 93 per cent of 
the proposed reclamation work, of which 159,322 square 
yards form the four piers, as follows: Pier No. 1, 
25,410 square yards; pier No. 2, 45,355 square yards; pier 
No. 3, 44,255 square yards ; pier No. 4, 44,302 square yards. 
Base area of piers, 147,026 square yards; dredge area, 
1,324,581 square yards; anchorage walls, 9,552 feet; landing 
stage and walls, 1,905 feet; protection wall for No. 1 pier 
2,301 feet. 


Two wooden warehouses, 4,171 square yards; 9 steel 
warehouses, 34,797 square yards bein^ 59% of proposed 
warehouse area. Steel warehouses situated as follows: 
No. 1 pier. No. 1 warehouse, 6,596 square yards and No. 2 
warehouse, 4,313 square yards; No. 2 pier, No. 3 ware- 
house, 4,645 square yards. No. 4 warehouse, 4,645 square 
yards. No. 5 warehouse, 3,318 square yards. No. 6 ware- 
house, 2,654 square yards; No. 4 pier. No. 17 warehouse, 
3,318 square yards. No. 18 warehouse, 2,654 square yzrds 
and No. 19 warehouse, 2,645 square 3rards. Three tem- 
porary sheds, 23,722 square yards, situated as follows: 
No. 3 pier. No. 1 shed, 8,709 square yards and No. 2 shed, 
8,709 square yards; No. 3 landing stage, 6,304 square 

Roads and Bridges 

Roads: 72 feet wide including sidewalks, 1,530 feet; 
60 feet wide including sidewalks, 3,096 feet; 48 feet wide 
without sidewalks, 2,850 feet; 42 feet wide including one 
sidewalk, 1,392 feet. One bridge, 60 feet wide, including 
sidewalks and 60 feet long. 


Four 5-ton capacity, stationary hand-power, completed; 
One 30-ton capacity, stationary hand-power, completed; 
Three IJ^-ton capacity, portable electric power, completed; 
Five IJ^-ton capacity portable electric power, under con- 


For steam trains, 441 chains; for portable cranes, 75 



Position: On Keum River, 10 miles from mouth. 

Accommodation : Shoals and 23 to 24 foot rise and fall 
of tide renders navigation dangerous for any ship over 
2,000 tons. Depth at mouth of river, 16 feet, H. W. N. T. ; 
four customs jetties, three are 198 feet long and the fourth 
210 feet. 

Imports: Cotton goods, timber, flour, porcelain, sugar, 
provisions, matches, straw bags. 

Exports: Beans, rice, cowhide. 



Position: Latitude 42 degrees 59 minutes north, longi- 
tude 144 degrees 24 minutes east 

Digitized by V^OOQ IC 



Port Charges: Harbor dues, 5 sen per regular ton. 
Loading and discharging, about 60 sen per ton. 

Accommodation: Depth, 36 feet at entrance, 20 to 36 
feet at berth, 15 feet at quay. The harbor is landlocked on 
two sides, the east and south, and there is a breakwater 
building on the west side. 

Export : Timber. 



Position: Latitude 33 degrees 37 minutes nor-th, longi- 
tude 130 degrees 12 minutes east. 

Pilotage: No pilots, but they may be engaged at 

Port Charges: Tonnage dues, same as those prevailing 
at Nagasaki. No entrance and clearance charges. 

Accommodation : The harbor is small, with 24 feet at 
L. W. S. T. 

Exports : Coal. 



Position: Latitude 13 degrees 27 minutes north, longi- 
tude 89 degrees 19 minutes west. 

Population : 2,500. 

Imports: General merchandise, manufactured goods. 

Exports: Coffee, skins, rubber, sugar. 

Accommodation : This is an open roadstead in which 
vessels anchor in 7 fathoms opposite the pier, and are 
loaded and discharged by lighters. The holding ground 
is good. The pier is built of iron, and is 919 feet lorig 
and 50 feet wide at the sea end. It has one donkey-engine 
to lift 10 tons, and one crane to lift 15 tons. From the 
wharf to the anchorage there is a depth of from 5 to W/i 
fathoms. The difference between high and low water is 
1 fathom. There is a tugboat, which greatly facilitates 
loading and discharging. 

Port Charges: Entrance fees, 12j^ cents per regular 
ton. Boat hire, $3.00 silver. Light dues, $10 silver. Labor, 
as per agreement. Brokerage, $30.00 silver. Sanitary visit 
and bill of health, $5 silver. Roll. $3 silver. Fresh water 
is plentiful, and can be obtained free of charge. Pro- 
visions, beef, 10 cents gold per pound. 


Tawnnnia, Australia 

Position: Latitude 41 degrees 23 minutes south, longi- 
tude 147 degrees 8 minutes east. 

Population : 25,000. 

Pilotage : Compulsory. 

Port Charges: Tonnage or wharf dues, vary as to 
class of article. Customs, duty paid on ship stores. Light 
dues, 9d. per net regular ton. Other charges, harbor, 
towage, crane, etc. 

Accommodation : At high tide vessels up to 350 feet 
long, 22 foot draft can be accommodated; at low tide 
there is only about 12 feet of water at the wharves. There 
is more than 3,000 feet of wharfage. Anchorage is not 
too good. 

Imports: General manufactured goods. 

Exports: Minerals, wool, hides, and skins. 

Names of Importing and Exporting Firms: Hart & 
Sons, W. & G. Genders, James Barclay, Lindsay Tullock, 
Birchall & Sons, T. J. Gunn. 

Steamer Lines Using the Port : Only local and interstate. 

Consular Representation: None. 

UMA (See Callao) 



Population (1918) : 53,460, estimated from City Direc- 

Distance: San Francisco, 391.25 (nautical miles); San 
Diego, 87.5 (nautical miles). 

Wharfinger: Glenn A. Wallace. 

One mooring buoy. 

Salt Lake Ry., Pacific Electric Ry., and Southern Pacific 
have direct connections with the harbor district. 

Oil connections go past the wharf, with a station situ- 
ated near outlet of harbor. 

Over $2,000,(XX) has been expended on the inner harbor 
by private capital and the city. The harbor is protected by 
a government breakwater and also by Long Beach break- 
water 1500 feet long, costing $215,000. 

The City of Long Beach owns water frontage and 
municipal docks with frontage of 2132 feet. 

Water Rate: First 500 feet, 12c per 100, minimum of 
60c; 2nd 500 feet, lie per 100; next 2000 feet, 10c per 100; 
next 3000 feet, 8c per 100; next 10000 feet, 6c per 100. All 
in excess of above 45^c per 100 feet Agricultural rate: 
4j^c per 100 feet. 

The $300,000 bond issue of 1916 has been sold and addi- 
tional dredging and work on the Connecting Channel has 
been started. The Connecting Channel, for which the gov- 
ernment appropriated $130,000 in addition to the bonds 
voted by the City of Lon^ Beach, is being dredged and 
widened. This channel will connect the harbor of Los 
Angeles with that of Long Beach and will provide ex- 
cellent inland passage. The Long Beach Shipbuilding Com- 
pany, which has a first-class dry dock, has built several 
steel ships for the government during the past year. There 
are nine fish and fruit canning plants, one large woolen 
mill, several large lumber mills, machine shops, and sev- 
eral other manufacturing plants located on the harbor's 
edge. The Southern California Edison Company's plant, 
which furnishes electrical energy for a large part of South- 
ern California, is located at the entrance of the harbor. 
The problem of flood control is soon to be settled, and 
with it Long Beach Harbor will make great strides for- 

Harbor of UuRCMtoii— Copyrighted by Uuderwood ft Underwood 


Position: Latitude 33 degrees 42 minutes north, longi- 
tude 118 degrees 16 minutes west. Population 650,000. 

Pilotage: Vessels entering or leaving the Port of Los 
Angeles under the pilotage of any person other than the 
master thereof, thereunto duly licensed, must pay pilotage. 

Wharfage Rates 
Port Charges : Wharfage — Section 1. That the rates or 
charges for wharfage upon all wharves, piers, docks, quays 
and landings, owned, controlled or operated by the City of 
Los Angeles, are hereby fixed as follows, such rates being 
in cents and for tons of two thousand pounds, unless other- 
wise specified: 

Digitized by 




Entraaea to the HailMr at 8aa Padra. the Part of Lac Aagalae— Copyrishted by Underwood & Underwood 

1. Clay and paving bricks, asphalt, cement, lime, plaster, 
sand, clay, soapstone, dry mineral paints, manganese ore, 
pulverized feldspar, raw borax, silica, talc, pumice, barytes, 
and similar mineral products in packages per ton, 2]/^ cents. 

2. Wheat flour, corn meal, salt, sugar, rice, iron bolts, 
nuts, rivets, nails, washers, horseshoes, spikes, staples, com- 
mon window glass (crated or boxed), grain, bran, cotton 
seed meal or cake, mill feed, poultry food, grits, coffee, peas, 
beans, potatoes, onions, dried beet pulp, brick (other than 
paving), burlap, bags (burlap or jute), fertilizers not other- 
wise specified, in packages, per ton, 5 cents. 

3. Barrels, empty, each Va cent. 
Iron drums, empty, each ^ cent. 
Coal, coke, charcoal, briquets and fish, per ton, 5 cents. 
Cattle, each 3 cents. 
Horses or mules each J-^ cent. 
Hogs or sheep, each J^ cent. 
Lumber and other products not otherwise specified, 

per M feet, B. M., 10 cents. 

10. Piles and poles per linear foot, 1/10 cent. 

Veneer or panels, per ton, 10 cents. 

Cord wood, per cord, 10 cents. 

Oil in bulk, by pipe line, per barrel, 1 cent. 

Rock in bulk, 2^ cents. 

Vehicles, two-, three-, and four-wheeler, motor or 
team, set up, 1,000 pounds and under, each 5 cents. 

16. Vehicles, four-wheeled motor or team, set up, over 
San Diego Bay Beacon, red, 1,000 pounds and under 4,000 
pounds, each 10 cents. 

17. Vehicles, four-wheeled, motor or team, set up, over 
4,000 pounds, each 25 cents. 

18. Water delivered to vessels per M gallons, 5 cents (a 
charge of 50 cents may be made for the service of turning 
water on and off and attaching meter). 

19. Merchandise, not otherwise specified, per ton, 10 

20. Provided that no charge shall be made for wharfage 
on goods or merchandise passing over any ferry landing 
owned, controlled or operated by the City of Los Angeles, 
from or to any boat operating under franchise granted by 
the City of Los Angeles, or other legal authority. 

21. The term "wharfage'* as used herein is defined to 
mean the service or use of the wharf in the passage of 
goods thereover, or for storage of goods thereon, awaiting 
shipment or in transit. The term "wharf" is defined to in- 
clude the area between pierhead and bulkhead line, and any 
wharf-shed or transit-shed used in the transit of goods or 
merchandise utilizing a wharf. Any wharf, pier, dock, slip, 




quay or landing occupying any area between bulkhead and 
pierhead line, not covered by franchise or other right grant- 
ed by due lepl authority is hereby declared to be a wharf, 
pier, dock, slip, quay or landing of the City of Los Angeles 
under the meaning of this order. 

22. The rates for wharfage herein prescribed shall be for 
wharfage (a) On inbound cargo for a period not exceed- 
ing forty-eight (48) hours after the final discharge of the 
ship, vessel or craft from which the merchandise on which 
such wharfage is charged, is completed. If such merchan- 
dise is not removed within said forty-eight (48) hours, stor- 
age thereon in addition to the wharfage charge above pro- 
vided, shall be charged at the rate of ten (10) cents per ton, 
weight or measurement, at the option of the City of Los 
Angeles, per month from and after the expiration of said 
forty-eight hours, (b) On outbound car^o such wharfage 
charges shall be for the period from the time of the arrival 
of the merchandise on the wharf until the first sailing there- 
after from said wharf to the point to which, or on the 
route over which the merchandise affected is billed, pro- 
viding such period does not exceed ten days. If such mer- 
chandise is not shipped on the first sailing above referred 
to, storage thereon, in addition to the wharfage charge 
herein provided, shall be charged at the rate of ten (10) 
cents per ton, weight or measurement, at the option of the 
City of Los Angeles, per month, from the time of arrival 
of said merchandise on the wharf until it is shipped. If the 
period between the arrival of the merchandise and the first 
sailing referred to is more than ten (10) days, storage on 
such merchandise for such additional time shall be charged 
at the rate of ten (10) cents per ton, weight or measure- 
ment, at the option of the city. 

Provided, however, that the Board of Harbor Commis- 
sioners may, at its option, refuse to accept goods or mer- 
chandise for such storage in transit at said rate of ten (10) 
cents per ton, and if such goods or merchandise are left 
in storage in any transit shed notwithstanding such refusal 
the storage rate thereon shall be in the nature of a demur- 
rage charge at the rate of twenty (20) cents per ton, due 
allowance to be made for such free time as may be specified 
above on inbound and outbound cargoes, respectively; and 

Provided, further, that the grantee of any berthing per- 
mit may at his own expense and risk, with the consent of 
the Board of Harbor Commissioners, store merchandise in 
any space assigned to such grantee by such berthing per- 
mit, and assume all legal responsibility in connection with 
such storage, in which event the grantee shall pay to the 
city for such storage nine (9) cents per month, per ton, 
weight or measurement, at the option of the citv, and shall 
charge for such service not to exceed ten (10) cents per 

Digitized by 




Handling Charges 

Handling: Section 2. The shipper or consignee shall if 
the City of Los Angeles so elects, deliver his goods or mcr* 
chandise direct to the steamship or transportation company 
or agent at the wharf, or accept delivery direct from the 
steamship or transportation company or agent at the wharf, 
in which event the City of Los Angeles will make no charge 
for handling. 

In the event that handling of goods or merchandise is 
done by the City of Los Angeles, the charge for such han- 
dling service shall be costs plus ten (10) per cent 

The term "handling," as used in this order, means the 
service of transporting goods or merchandise from car or 
other vehicle, or from storage or transit shed, to the place 
of delivery to the steamship or transportation company or 
agent, or vice versa. 

Dockage Rates 

Dockage : Sec. 3. That for the use of any wharf, pier, 
dock, quay, slip or landing, owned, controlled or operated 
by the City of Los Angeles, the charge to vessels for dock- 
age at such wharf, pier, dock, quay, slip or landing shall be 
as follows, to-wit : 

1. Vessels under ten tons, net registered tonnage, ex- 

2. For vessels of ten tons and upwards and not exceed- 
ing 50 tons, net registered tonnage, 2 cents a net registered 

3. For vessels of 51 tons and upwards, and not exceed- 
ing 100 tons, net registered tonnage, $2. 

4. For vessels of 101 tons and upwards, not exceeding 
150 tons, net registered tonnage, $3. 

5. For vessels of 151 tons and upwards, and not exceed- 
ing 200 tons, net registered tonnage, $4. 

o. For vessels of 201 tons and upwards, and not exceed- 
ing 300 tons, net registered tonnage, $5. 

7. For vessels of 301 tons and upwards, and not ex- 
ceeding 400 tons, net registered tonnage, $6. 

8. For vessels of 401 tons and upwards, and not exceed- 
ing 500 tons, net registered tonnage, $7. 

9. For vessels of 501 tons and upwards, and not ex- 
ceeding 600 tons, net registered tonnage, $8. 

10. For vessels of 601 tons and upwards, and not ex- 
ceeding 700 tons, net registered tonnage, $9. 

11. For vessds of 701 tons and upwards, and not ex- 
ceeding 800 tons, net registered tonnage, $10. 

12. For vessels of 801 tons and upwards, and not ex- 
ceeding 1,000 tons, net registered tonnage, $11. 

13. For vessels of 1,001 tons and upwards, and not ex- 
ceeding 1,200 tons, net registered tonnage, $12. 

14. For vessels of 1,201 tons and upwards, and not ex- 
ceeding 1,500 tons, net registered tonnage, $13. 

15. For vessels of 1,501 tons and upwards, and not ex- 
ceeding 1,800 tons, net registered tonnage, $14. 

16. For vessels of 1,801 tons and upward, and not ex- 
ceeding 2,100 tons, net registered tonnage, $15. 

17. For each ton over 2,100 tons, net registered ton- 
nage, one-half cent per net registered ton. 

Said rates or dockage shall be for each day of twenty- 
four (24) hours, provided that a proportionate amount 
shall be collected for fractions thereof, with a minimum 
charge of thirty-three and one-third per cent (3354%) of 
one day's dockage for vessels engaged in coastwise 
trade, and a minimum of one full day's dockage for 
vessels engaged in foreign trade; provided, however, 
the provisions of this section shall not apply to any 
vessel, operated exclusively as a police or Are boat at 
Los Angeles Harbor, nor to any vessel while the same 
is actually engaged in police or fire service in said 
harbor, or in patrolling said harbor for either of such 
purposes, and may be waived for government vessels. 

Provided that the dockage charges for yachts and 
other pleasure craft, and for vessels lying at dock 
not in commission or awaiting charter or undergoing 
repairs when without cargo, shall be one-half of the 
rates herein specified, but the City of Los Angeles re- 
serves the right to order any such yacht, pleasure craft 
or vessel away from any wharf, and cause the same 

to be removed wholly at the risk and expense of the 
owner or operator of said vessel, at any time such 
wharf may be needed for commercial purposes. 

And provided further, that no dockage shall be charg- 
ed for ferry boats, operating under a franchise granted 
by the City of Los Angeles or other competent 
authority, docking at a ferry landing of the City of 
Los Angeles. 

The term "dockage^ as used in this order, shall be 
held to mean the privilege of mooring or making fast 
to a wharf, pier, dock, quay or landing. 

Storage: Sec. 4. The rates or charges for storage 
space, and for warehousing or storage, in any ware- 
house of the City of Los Angeles, or in any freight 
shed, transit shed or wharf shed of the City of Los 
Angeles wherein space for stor^ige purposes may be 
set apart by the Board of Harbor Commissioners, 
shall be as follows: 

1. For less than 300 square feet, 6 cents per square 
foot per month, no charge to be less than $3 per 

2. For 300 square feet and upwards, and less than 
500 square feet, 5 cents per square foot per month, no 
charge to be less than $18 per month. 

3. For 500 square feet and upwards, and less than 
1,000 square feet, 4 cents per square foot per month, 
no charge to be less than $25 per month. 

4. For 1,000 square feet and upwards, and less than 
2,000 square feet, 3% cents per square foot per month, 
no charge to be less than $40 per month. 

5. For 2,000 square feet and upwards, and less than 
3,000 feet, 3 cents per square foot per month, no charge 
to be less than $70 per month. 

6. For 3,000 square feet and upwards, and less than 
5,000 square feet, 2j^ cents per square foot per month, 
no charge to be less than $90 per month. 

7. For 5,000 square feet and upwards, 2 cents per 
square foot per month, no charge to be less than $125 
per month. 

8. For warehousing merchandise not otherwise speci- 
fied ten (10) cents per month per ton, weight or meas- 
urement, at the option of the City of Los Angeles. 

The rates specified in this section do not include 
cost of handling nor insurance on merchandise. If 
the City of Los Angeles performs a handling service, 
the charges for such handling shall be actual cost plus 
ten (10) per cent 

Port Charges 

Water: (Regulated by city ordinance.) Seventy- 
five cents for the first 500 cubic feet or less, and 9 
cents for each additional 100 cubic feet. Five cents 
additional per thousand gallons for wharfage 

Towage: (Fixed by private contract) Gasoline tug. 
turning vessel in Inner Harbor, $5; gasoline tug, tow- 
ing lumber cargoes, per 1,000 feet, 15 cents; steam tug, 
assisting vessel in Outer Harbor, $25. (Note: Tugs 
are seldom necessary for steam vessel in Los Angeles 
Harbor, except for turning vessels.) 

Stevedoring: Rates for loading and dischargring 
cargo, 50 cents per ton. Overtime cost per hour ^.65 
to $1 Cost per hour for general labor, $0.50; over- 
time, $075. Lighterage, cost per ton, $0.50 per ton 
including handling and towing. Lighterage, cost per 
lighter per day. $0 to $8. 

Public and Private Wharves 

Accommodations: City wharves — 35-foot channel, 
2880 lineal feet with depth at wharf of 35 feet or over. 
On 30 foot channel. 1915 lineal feet with depth at wharf 
of 30 feet or over; 5745 lineal feet with depth at wharf 
of 25 to 30 feet; 330 lineal feet with depth at wharf 
of 20 to 25 feet; 955 lineal feet with depth at wharf 
of 10 to 20 feet. On 20-foot channel, 540 lineal feet 
with depth at wharf of 20 feet or over; 90 lineal feet 
with depth at wharf of 15 to 20 feet. On 12- foot chan- 
nel 1505 lineal feet with depth at wharf of 12 feet 
or over. Private wharves — On 35-foot channel 1275 
lineal feet with depth at wharf of 35 feet or over; 

Digitized by 




2895 lineal feet with depth at wharf of 30 to 35 feet 
On 30-foot channel 3370 lineal feet with depth at wharf 
of 30 feet or over; 12,960 lineal feet with depth at 
wharf of 25 to 30 feet; 825 lineal feet with depth at 
wharf of 20 to 30 feet; 155 lineal feet with depth 
at wharf of 10 to 15 feet. On 20-foot channel, 500 lineal 
feet with depth at wharf of 15 to 20 feet. 

Importers and Exporters 

American Trona Corporation, 366 Pac. Elec. BIdg.; 
J. K. Armsby Company, 516 San Fernando Bldg.; 
Angelus Sanitary Can Machine Co., 310 N. Ave. 19; 
Axelson Machine Co. Box 316, Boyle Ave. & Randolph; 
Baker Iron Works, 948 N. Broadway; Bishop & Com- 
pany, 7th & Alameda Sts.; Blake, Moffit & Towne, 
Will, paper, 242 S. Los Angeles St.; Braun Corpora- 
tion, 363 New High St.; Brininstool Co., Mateo & Pal- 
metto Sts.; Cal. Portland Cement Co., 401 American 
Bank Bldg.; Channel Commercial Co., Whlse. grocers, 
1st & Vignes; California Walnut Growers Assn., 823 
Traction Ave.; Cohn-Goldwater & Co., Mfg. Men's 
Furn. goods, 216 S. Los Angeles St.; Cooper, Coate & 
Casey Dry Goods Co., 700 S. Los Angeles St.; Curtis 
Olive Co., olives and olive oil, 503 Chamber of Com- 
merce Bldg.; Germain Seed & Plant Co., 330 S. Main 
St.; Globe Grain & Milling Co.. 925 E. 3rd vSt.; Golden 
State Portland Cement Co., Henne Bldg.; Hamilton & 
Henderson, 633 Central Bldg.; Hauser Packing Co., 9th 
and Mateo Sts.; S. L. Kreider, steamship freight broker, 
382 P. E. lildg.; Llewellyn Iron Works, 1100 N. Main 
St.; Los Angeles Olive Growers Assn., 522 Higgins 
Bldg.; Los Angeles Brewing Co., 1920 N. Main St; 
Los Angeles Soap Co., 633 E. 1st St.; Mathews Candy 
Co.. 413 Wall St.; Mathie Brewing Co., 1834 N. Main 
St.; Moreland Motor Truck Co., 1701 N. Main St.; 
Pioneer Paper Co., 247 Los Angeles St.; Riverside 
Portland Cement Co., 640 Title Insurance Bldg.; 
Standard Felt Co.. West Alhambra, Cal.; Sparry Flour 
Co., 1615 E. 7th St.; Universal Sales Co., Room 405, 
257 S. Spring St.: Western Wholesale Drug Co., 2nd 
and Los Angeles Sts.; Western Metals Co., 625 Security 
Bldg.; Layne & Bowler Corp., 900 Santa Fe St. 

Steamer Lines for South America, Central Amierica 
and Mexico 

Gulf Mail Steamship Co.. American steamers. O. H. 
D. & W. Co. wharf. Sailings, for West Coast of 
Mexico and Central and South America. Passengers 
and freight. 

Tojo Kisen Kaisha, 400 South Spring St. Japanese 
uteamers. O. H. D. & W. Co. wharf. . Sailings for 
Mexico and South America as far south as Valparaiso, 
monthly. Passengers and freight. 

Pacific Mail Steamship Co. (M. F. McLawrin, 
agent), Merchants National Bank Building. American 
steamers. Sailings for West Coast as far south as 
Balboa, every ten days. Passengers and freight. O. 
H. D. & W. Co. wharf. 

Pan American Line: Freight only. Central American 
ports. Monthly sailings. 

Standard Oil Company, 1727 San Fernando St. Ameri- 
. can steamers. Municipal Standard Oil wharf. Sailings, 
irregular, but frequent to South America. Oil. 

Union Oil Co., Union Oil Bldg. American steamers. 
Breakwater Oil wharf. Sailings irregular but frequent 
for South America. Oil. 

South America Pacific Line, Rolph, Mills & Co., 
agents, American Bank Bldg. Norwegian steamers. 
Sailings twice a month to coast ports cf South America. 

General Petroleum Co., Higgins Bldg. American 
steamers. Breakwater Oil wharf. Sailings for West 
Coast of South America every 40 days. Oil. 

For Europe 

Harrison Direct Line (Balfour, Guthrie & Co., 
agents), Higgins Bldg. British steamers. O. H. D. 
& W. Co. Sailings for Antwerp, Liverpool, London 
and Glasgow, via all Northern Pacific ports, every 28 
days. Freight. Temporarily suspended. 

East Asiatic Co. Ltd, Higgins Bldg. Danish steam- 
ers. O. H. D. & W. Co. wharf. Sailings for Copen- 
hagen and North European ports. Freight Tem- 
porarily suspended. 

For Atlantic Coast 

American-Hawaiian S. S. Co. (Panama-Pacific Line). 
Merchants National Bank Bldg. American steamers. 
Municipal Pier A. Sailings for Charleston, New York 
and Boston, via all North Pacific main ports. Freight, 
passengers. Service temporarily suspended. 

Panama - Pacific Line (International Mercantile 
Marine Co.) (G. N. Koeppel, general agent), 607 South 
Spring St. American steamers. Sailing for San Diego 
and New York, via San Francisco. Freight, pas- 
sengers. Sailings temporarily suspended. 

Luckenbach S. S. Co^ Central Bldg. American steam- 
ers. Pacific Wharf and Storage Co. wharf. Sailings 
for New York and Gulf and Atlantic ports. Freight 
Sailings temporarily suspended. 

Atlantic and Pacific Line (W. R. Grace & Co.), 
Merchants National Bank Bldg. American steamers. 
Pacific Wharf & Storage Co. wharf. Sailings for New 
York and Atlantic ports, via Puget Sound and San 
Francisco. Freight. Sailings temporarily suspended. 

General Petroleum Co., Higgins Bldg. American 
steamers. Breakwater Oil wharf. Sailings for British 
and Dutch West Indies in oil trade. 

For the Orient 

General Petroleum Co., Higgins Bldg. American 
steamers. Breakwater Oil wharf. Sailings for Asiatic 
ports every 60 days. Oil, 

Los Angeles Pacific Navigation Co.: Freight only. 
American steamers. All principal ports of call. 

For Domestic Ports 

The San Francisco St Portland Steamship Co.: Freight 
and passengers. Sailings every sixth da^ from San 
Pedro for San Francisco, Calif., and Astoria and Port- 
land, Ore. 

Pacific Steamship Co.: Freight and passengers. Sail- 
ings every fourth day from San Pedro to all north 
pacific Coast ports and Alaska. 

Consular Representatives in Los Angeles 

Secretary of Consular Society: E. J. Louis, 635 I. W. 
Hellman Bldg., F2217. 

Belgium: Vice Consul Chas. Winsel, 211 South Main 
St A3032. 

British: Consul C. White Mortimer, 704 Interna- 
tional Bank Bldg. A1209. 

Costa Rica: Consul C E. Bobertz. 382 Pacific Elec- 
tric Bldg. F2344. 

Cuba: Consul Dr. Jose S. Saens, 947 Grattan St 

Denmark: Vice Consul Wm. R. Spendrup, 215 H. 
W. Hellman Bldg. A2516. 

France: Consular Agent Louis Sentous, Jr., 404 
Equitable Bank Bldg. A1954. 

Guatemala: Vice Consul C. E. Bobertz, 382 Pacific 
Electric Bldg. F2344. 

Honduras: Consul Robert E. Tracey, 700 South Los 
Angeles St 10333. 

Italy: Consular Agent G. Piuma, 608 San Fernando 
St A5532. 

Japan: Consul Ujiro Oyama, 710 International Bank 
Bldg. F7254. 

Mexico: Emilio Salinas, 616 American Bank Bldg. 

Netherlands: Vice Consul F. J. Zeehandelaar, Wil- 
cox Bldg. A2418. 

Nicaragua: Consul John C. Allen, 642 Chamber of 
Commerce Bldy. Main 2685. 

Norway: Vice Consul Geo. M. Ottis, 517 Grosse 
Bldg. F6098. 

Digitized by 




Paraguay: Vice Consul Otis B. Goodwin. 

Peru: Consul Elmer F. Mackusick, 364 Pacific Elec- 
tric Bldgr. Vice Consul E. J. Louis, 635 I. W. Hell- 
man Bldgr. F2217. 

Salvador: Charge d'Affairs Robert E. Tracey, 700 
South Los Angeles St. 10333. Consul Rafael Lima. 

Spain: Vice Consul Dr. Louis F. Alvarez, 211 West 
First Street, Broadway 2245. 

Sweden: Vice Consul Gottlieb Eckdahl, 424 Marsh- 
Strong Bldg. A5458. 

Federal Offices 

Commissioner, 522 Federal Bldg. 

Attorney, 422 Federal Bldg. 

Marshal, 412 Federal Bldg. 

Appraisers Stores, 343 New High St 

Civil Service Commission, 618 Federal Bldg. 

Customs House, 314 Federal Bldg. 

Department of Agriculture, Bureau of Animal In- 
dustry, 504 Federal Bldg. 

Department of Agriculture, Irrigation Investigations, 
601 Federal Bldg. 

Department of Agriculture, Sugar Beet Investiga- 
tions. 622 Federal Bldg. 

Department of Agriculture, Citrus By-products La- 
boratory, 142 S. Anderson St. 

Department of Justice, 615 Federal Bldg. 

Engineer Office, 723 Central Bldg. 

Forest Service, 625 Federal Bldg. 

Geological Survey, 619 Federal Bldg. 

Immigrration Service 509 Federal Bldg. 

Indian Service, 526 Federal Bldg. 

Internal Revenue, 307 Federal Bldg. 

Land Office, 508 Federal Bldg. 

Marine Corps Recruiting Station, 106 Central Bldg. 

Mineral Surveyor, 215 Stimson Bldg. 

Naturalization Service, 613 Federal Bldg. 

Navy Recruiting Station, Union Oil Bldg. 

Pension Bureau, 526 Federal Bldg. 

Postoffice Inspectors, 319 Federal Bldg. 

Public Health Service, 543 Wilcox Bldg. 

Reclamation Service, 605 Federal Bldg. 

Railway Mail Service, 633-36 Federal Bldg. 

Referee in Bankruptcy, 834 H. W. Hellman Bldg. 

Treasury Department, 502 Federal Bldg. 

Secret Service, 329 Federal Bldg. 

Weather Bureau, 833 Central Bldg. 

Interstate Commerce Commission, 620 Federal Bldg. 

Inspector of Hulls and Boilers, San Pedro District, 
State Bank Bldg. 

Fortifications and Reservation, San Pedro District, 
26th and Pacific. 

Federal Building is located at corner of Temple and 
Spring Sts. 


bland of Celebes, Dutch East Indies 

Position : Latitude equator, longitude 105 degrees east. 

Population: 40,000 inhabitants (1,200 Europeans). 

Pilotage: Compulsory, f. 2.50 under 500 cubic metres; 
f. 5 under 1,500 cubic metres; fs. 1 for every 1,000 cubic 
metres more. 

Port Charges: Duty ad valorem on uncultivated prod- 
uce. Harbor dues, f. 0.015 per gross register ton of 
2.83 metres per diem. Wharfage, f. 0.01 per cubic metre 
per diem, net measurement. Letting off and fastening lines, 
f. 7.50 per steamer. 

Stevedoring: Rates for loading cargo, f. 1.30 per last 
Rates for discharging cargo, f. 1.50 per last. 

Accommodation: Old wharf 510 metres; new wharf 
IJWO metres; depth of water, at least 8.20 metres. 

Imports: Piece goods (cotton, shirtings, etc.), iron- 
ware, rough and dry goods and produce for transit. 

Exports: Copra, gum copal, coffee, rice, rattan, shells 
and other sorts of native produce. 

Names of Importing and Exporting Firms: Michael 
Stephens & Co., Mooraux & Co., Manders, Seemann & 
Co., Stephens & Gregory, Reiss U Co., Schmid en Jean 
del S. Co. 

Steamer Lines Using the Port: Koninklyke Paketvaart 
Maatschappy (only for Dutch East Indies and Australia). 
"Ocean" (Liverpool, Amsterdam), Nanyo Yusen Kaisha 
Ltd. rjapan), Osaka Yusen Kaisha (Japan), M'py Ncdcr- 
land, Rotterdamsche Lloyd, Nederland Amerika Linc^ 
Java-China-Japan Line. 

Consular Representation: England, France, Belgium, 
United States (William Johannas Schepper, agent), Portu- 
gal, Norway and Germany. 


Hawaiian Islands 

Mahukona is the principal port on the west coast of the 
Island of Hawaii. It has no breakwater or harbor, and is 
a very exposed port, particularly in the winter season 
when the "Kona" storms rage. 

Anchorage is afforded by means of mooring buoys placed 
there by the Inter-Island Steam Navigation Company. 
About the only vessels calling there regularly are those 
of the Inter-Island fleet, although the Matson Line main- 
tains a freight service from San Francisco with the motor 
schooners R. P. Rithet and Annie Johnson. 

Edward Madden is deputy collector of customs. There 
is no harbor master or pilot. 


Philippine Islands 

Position: Latitude 15 degrees north, longitude 121 de- 
grees east. 

Population : 234,500. 

Pilotage: Not compulsory, P25 between sunrise and 
sunset; P50 between sunset and sunrise. 

Port Charges : Tonnage or wharf dues, 12^4 cents P. I. 
Cy. per net registered ton, or 35 cents per 1,000 kilos on 
merchandise loaded and/or discharged at ship's option. 
Customs, stamps on manifest and bill of health F9; if 
with passengers, PIO. Light dues. none. Other charges, 
government piers if used, 1 cent per net registered ton per 
24 hours or part thereof. 

' Stevedoring: Rates for loading and discharging cargo, 
23 cents per ton plus 25 per cent. Overtime cost per hour. 
P25 per gang per night. Cost per hour for general labor. 
PI. 75 per man per day. Lighterage, cost per ton, P2.S0 
per ton. Lighterage, cost per lighter per day, P30/60 
according to size. 

Accommodation: Pier No. 1 reserved for Quartermaster 
Department only. Wharf No. 2 to be constructed. Pier 
No. 3, length •600 feet; neap tides 30 feet, spring 32 feet. 
at each side of pier. Wharf No. 4, in course of con- 
struction, length 750 feet. Space between pier Nos. 3 and 
5 running north and south (sea wall) present depth 18 feet 
neap; will probably be dredged to 28/30 feet. Pier 5 
length 650 feet, neap 30 feet, spring 32 feet, at each side 

PaekiRf Cifarattn in Manila 

Digitized by 




Alhambra Clfar Factory 

of pier. Buoys: Government buoy used exclusively for 
government vessels, except in case of emergency; depth 
of water 28/30 feet. Spanish Mail and Blue Funnel buoys 
available to outside ships provided no vessel of either line 
in port ; 28/30 feet. Indo-China S. N. Co. Ltd. and China 
Nav. Co. Ltd., buoys are available to outside steamers 
up to 2,000 tons provided no steamer of either line in port: 
depth 21/22 feet. 

Imports: General merchandise and finished products 
principally piece goods, coal, petroleum, gasoline, machin- 
ery, drugs, clocks, jewelry, iron. 

Exports : Hemp, copra, sugar, maguey, cocoanut oil, 
tobacco (raw), cigars, sapan wood, leather, dye woods, 
woods, mother of pearl, tortoise shell, hats and em- 

Names of Importing and Exporting Firms : Smith, Bell 
& Co. Ltd., W. F. Stevenson & Co. Ltd., Ker & Co., Pacific 
Commercial Co. Warner, Barnes & Co., Ltd., Compania 
General de Tabacos de Filipinas. 

Steamer Lines Using the Port: O. S. S. Co. Ltd., 
Java-China-Japan Line, C. M. S. N. Co.. Ltd., Ellerman 
Bucknall, U. K. ports ; C. P. O. S., Ltd., Toyo Kisen Kai- 
sha, Pacific Mail Steamship Co., O. S. K., C. N. Co., Ltd., 
and Indo-China S. N. Co., Ltd., Nederland & Rotterdam- 
Lloyd, Royal Mail Lines, N. Y. K. 

Consular Representation: Argentine Republic, Belgium, 
Brazil, Chile, China, Denmark, France, Great Britain, Italy, 
Japan, Liberia, Mexico, Netherlands, Nicaragua, Norway, 
Peru, Portugal, Russia, Spain, Sweden, Switzerland, 

The piers and anchorages above referred to are pro- 
tected from bad weather by a breakwater which runs from 
the mouth of the Pasig River in a semi-circle for a distance 
of about a mile. 


Oregon (Coot Bay) 

Population : 7,500. 

Latitude 43 degrees 21 minutes 15 seconds north, longi- 
tude 124 degrees 20 minutes 30 seconds west. 

Depth of Harbor: 32 feet on Coos Bay bar, 25 feet at 
low water inside harbor and at wharves. 

Customs Representative: W. A. Clark. 

Docks, Piers and Wharves : Port of Coos Bay Dock, 150 
feet long, with warehouse 50x100 feet. Ocean Dock, owjied 
by Rejoiolds Development Co., 540 feet long, with ware- 
house 80-160 feet. Terminal Dock owned by C. A. Smith 
Lumber & Manufacturing Co., 1,000 feet long, with ware- 
house 100x266 feet. Railroad Dock, owned by Southern 
Pacific Ry., 70x600 feet, warehouse 60x140 feet. 

Steamship Lines: Arrow Line S. S. Co., Coos Bay 
Eureka S. S. Co., Macleay Estate S. S. Co., C. F. Mc- 

George, agent. Parr-McCormick S. S Co., Ocean Dock 
Terminal and Supply Company, agent. Several lumber 
companies have vessels calling as business offers. 

Oil Docks: Standard Oil Co., wharf and warehouse. 
Union Oil Co., wharf and warehouse. 

List of charges: Anchorage, none. Wharfage, 20c per 
ton general freight. Dockage, $4 per day. Stevedormg 
labor 60c, overtime 90c per hour. Cartage, 60c per ton. 
Towing, 50c per ton, gross tonnage. Fresh water, first 
200 cubic feet, 40c per 100 cubic feet ; next 300 cubic feet. 
25c per 100 cubic feet; next 1,500 cubic feet, 15c per 100 
cubic feet; next 18,000 cubic feet, 12c per 100 cubic feet; 
next 20,000 cubic feet, 9c per 100 cubic feet; next 40,000 
cubic feet, 6c per 10 cubic feet. 

Railroad Connections: Southern Pacific Ry. from Eu- 

Foundries with capacity to turn out all kinds of marine 
castings; two large machine shops equipped to handle all 
kinds of heavy marine and mill work. 

Pilotage. Masters of vessels running into Coos Bay reg- 
ularly do not require or use pilots, and at present have no 
regular licensed pilot. Captain Carl Egenhoff of the sea- 
going launch, "Wollverine" sometimes pilots strangers over 
the bar and up the bay at a very reasonable charge. 



Population: 20,000. 

Position: Latitude 16 degrees north, longitude 129 de- 
grees west. 

Pilotage is compulsory. Each ship pays $12.00 Mexican 
currency per meter of draft for entrance and an equal 
sum for clearance. 

For dispatch Mexican currency per ton gross. For san- 
itary dues 2c Mexican currency per net ton. For bill of 
health $5.00 Mexican currency. For clearance by captain 
of the port $8.00 Mexican currency. The above applies to 
entrance from and clearance to foreign ports. 

For vessels trading on the Mexican coast alone or enter- 
ing any Mexican port after the first, the following charges 
are made: For entrance and clearance, each, $12.00 per 
meter of draft, Mexican currency. For sanitary dues Ic 
per net ton, Mexican currency. For bill of health $3.00 
Mexican currency. For clearance by captain of the port 
$8.00 Mexican currency. 

Lighterage charges are $3.00 per ton Mexican currency. 

Stevedores receive 75c Mexican currency per hour with 
double time for night or holiday work. 

Customs agent's charges for dispatching ship, $50.00 
Mexican currency. 

Launches charge $1.00 Mexican currency each way be- 
tween ship and store, for each passenger, and 50c and 25c 
respectively per trunk and suitcase. 

There is no wharf here for the use of seagoing vessels, 
so that these must anchor from one to two miles from the 
place of landing passengers and cargo. 

For loading and unloading, lighters are used which carry 
the goods directly to the customer's warehouse door, being 
packed inside from the lighters on the backs of men. At 
very low tide the men have to wade through the water 
from 100 to 200 feet from the warehouses to the lighters. 
Lighter service is very good when only one ship cornes 
into port per day, but when there are two or three ships 
at a time it is very slow work loading or unloading. The 
lighters can handle about 1,000 tons in a day of 12 hours. 

The imports of Mazatlan are general merchandise, mining 
machinery and supplies, farming implements, drugs, and 
various items of less importance. 

The principal exports are silver and gold bullion, garban- 
zos (split peas), tomatoes, ores of several important kinds, 
ixtle fiber, sugar, fish, wax, pearls and cocoanuts. 

Some of the principal importing firms are Victor Patron, 
Fco. Echeguren y Cia., Sues., Antonia de la Pena, Sues., 
Elorza y Cia., Carlos Fritsch, Charles Brener and Luis 

Digitized by 




The following countries have consular representatives in 
Mazatlan at the present time : United States, France, Great 
Britain, Spain, Honduras, Colombia, Norway, Italy and 

The following transportation lines have the following 
ships touching at this port: 

Gulf Mail Steamship Co. of San Francisco, San Pedro, 
tonnage, 457; San Gabriel, tonnage, 485. 

The Mexican, Central American, Ecuador and Colombia 
Steamship Co., San Francisco, Cal., The General Forbes, 
tonnage, 2,070; The Sinaloa, tonnage, 2,070. 

The Fair and Moran Co., San Francisco, Cal., The 
Alliance, tonnage, 679; The Costa Rica, tonnage, 1,783. 

The Pacific Mail Steamship Co., San Francisco, The 
San Jose, tonnage 2,061 gross tons, 1,538 net tons; The 
San Juan, tonnage 2,076 gross tons, 1,496 net tons; The 
City of Para, tonnage 3,352 gross tons, 2,505 net tons; 
The Newport, tonnage 2,735 gross tons, 1,806 net tons; 
The Peru, tonnage 3,528 gross tons, 2,540 net tons. 

Cia. Navegacion del Pacifico, Salina Cruz, Mexfco, Peno- 
tepa, tonnage, 500; San Cosme, tonnage 150; Josefina, 
tonnage 120; Ramon Cordova, tonnage 255; Acapulco, ton- 
nage about 255. 

The Mexican Trading Co., San Francisco, The Fair- 
haven, tonnage, 437. 

All of these lines except the one named before the last 
touch at United States, Mexican and Central American 


bland of Sumatra, Dutch East Imlies 

Belawan is the port of entry. 

Population: 28,500. Europeans, 1,500. 

Situated on the east coast of the island, it is the chief 
city and capital of the government Agriculture is the lead- 
ing industry, the work being performed by imported labor. 
The tobacco plant produces the greatest yield, with an 
average production of about 41,000,000 pounds, valued at 
about 55,000,000 guilders. Other important items of ex- 
port are rubber, coffee, copra, gambier and fish. 

There is regular steamer service to Penang, Sabang, 
Singapore and to ports of Java. 


Victoria, Australia 

Position: Latitude Zl degrees 49 minutes 53 seconds 
south, longitude 144 degrees 58 minutes 32 seconds east. 




^^^B^ -~^HH 

^^HHEiBBBtiaar :v 



WmI Eiii«Ht» t» MMbtvriit— Copyrighted by Underwood ft Underwood 

Population : Melbourne and suburbs, 708,240. 

Melbourne is on the River Yarra, which falls into Hob- 
son's Bay, at the head of Port Phillip. Distance from 
Liverpool by the Cape, 11,555 miles; by Suez Canal, 
11,175 miles. 

Vessels of 11 feet draft at ordinary tides, and fre- 
quently those of 13^ feet draft, can ascend as far as 
Melbourne. Above that draft and up to 24 feet, they 
discharge and load alongside the pier in Hobson's Bay, 
where there is good holding ground of soft mud. The 
depth in the bay is three to five fathoms. Southerly gales 
sometimes send in sufficient sea to interrupt traffic 

Geelong stands at the head of an inlet on the west side 
of Port Phillip, about 46 miles southwest of Melbourne. 
The harbor is well sheltered, and the Hopetown channel 
will admit vessels drawing 22 feet of water, and by 
choosing a proper time of tide vessels drawing 24 feet of 
water can pass through. 

The least depth of water in the fairway channel to Port 
Phillip is 27 feet. 

Within the port of Melbourne, including Port Mel- 
bourne and Williamstown, there is wharfage accommoda- 
tion for 85 vessels of different sizes and draft of water 
to lay safely afloat, each having a quay berth at the same 
time, where cargo may be discharged according to its 
nature at the rate of from 60 to 200 tons per diem. Ves- 
sels calling at Melbourne discharge and load general cargo 
at the railway pier. Port Melbourne, or proceed uo the 
river to the Victoria docks. Wheat ships load at Williams- 
town pier or^ at Geelong. 

Melbourne, 36 vessels, ranging from 100 to 3,000 tons; 
greatest draft of water 20 feet. 

Port Melbourne, 10 vessels, ranging from 100 to 3,000 
tors; greatest draft of water, 19 feet. 

Melbourne & Hobson's railway pier, 15 vessels, ranging 
from 100 to 2,000 tons ; greatest draft of water, 26 feet 

Williamstown railway piers, 18 vessels, ranging from 
1,000 to 2,000 tons; greatest draft of water, 26 feet. 

Williamstown pier, 4 vessels, ranging from 100 to 200 
tons; greatest draft of water, 14 feet. 

Total wharfage available for shipping, 38,300 feet. 

Construction of floating dock has been approved. 

There are two patent slips and a floating dock in Hob- 
son's Bay, and two graving docks on the south bank of 
the Yarra. Vessels of 2,000 tons and under can have 
every description of repairs, above or under water, 
promptly effected. 

Commissions: On freight or charter procured for ves- 
sels, and freight or passage money collected, 5 per cent 
On freight paid at port of departure, 254 per cent. On 
ship^s disbursements and outfits, when not in funds, 5 
per cent; same, when in funds, 254 per cent. 

Interest: On advances for duty, freight and lighterage, 
and on accounts current per annum, 10 per cent 

Pilotage: Compulsory. Sea to bay 254d. per ton on 
net regular tonnage up to 5,000 tons; then Id. per ton 
for each additional ton. Minimum, £2/10/-. River pilot- 
age, 5>gd. per ton with maximum of £3/10/- and a mini- 
mum of £1. For sailers, 4j4d. per net regular ton (in- 
wards or outwards). 

Port Charges: Tonnage rates (or wharf dues), }^d. 
per ton gross per day (oversea), Y^A. per ton gross per 
day (interstate). Light dues (called tonnage dues), 6d 
per ton levied every six months. Customs, clearance in 
or out £5:5 (in ballast) in or out £2:2. Berthage, 54d. 
per ton per day gross regular. 

Stevedoring: Rates for loading cargo, 1/6 to 3/10 per 
ton. Rates for discharging cargo, X/Wi to 4/6 per ton. 
Overtime cost per hour, 2/1054 to 4/- per hour. Cost 
per hour for general labor, 2/- to 2/3 per hour. Lighter- 
age, cost per ton, 4/-. Lighterage, cost per lighter per 
day," £4:4:0. 

Rent of Wharf Sheds: £14 for first day out and 10/- 
for each subsequent quarter day that vessel is berthed. 

Consular Representation: Consuls-General of Belgium, 
China, Holland, Norway, Russia; Consuls of tfnited 
States (William C. Magelssen), Chile, Greece, Guatemala. 
Italy, Japan, Mexico, Nicaragua, Panama, Portugal, Serbia, 

Digitized by 




MOJI (See Shimonoseki) 

Yarra River and Frdf ht Sheds — Copyrighted by Underwood ft Underwood 

Spain, Sweden, Switzerland, Uruguay; Vice-Consuls of 
France, Paraguay, Denmark and Consul-General of Ecua- 

Wharfage is charged on all goods imported or exported 
with the following exceptions : Firewood, goods belonging 
to His Majesty's government, passengers' luggage, guano, 
bones, bonedust, live stock. 

Imports: General merchandise, drapery, tea, coffee, 
tobacco, rice, oil, (mineral and vegetable). 

Exports: Wheat, flour, leather, wool, tallow, frozen 
meat, butter, cheese and jam. 

Names of Importers: Messrs. James Henty & Co. 
(general), Messrs. Banks & Co. (drapery) and Messrs. 
Briscoe & Co. (ironmongery). 

Names of Exporters: Messrs. John Darling & Son 
(wheat), Messrs. Anglis & Co. (meat), Victorian Butter 
Factories Co-op. Co. Ltd. (butter) and Messrs. Dalgety 
& Co. Ltd. (wool and produce). 

Lines of Steamers: Aberdeen White Star, London; 
Peninsular & Oriental Steam Navigation Co., London; 
Orient Steam Navigation Co. Ltd., London; Australian 
Oriental Line, Manila and China; Commonwealth & Do- 
minion Line, United Kingdom; Royal Packet Steam Navi- 
gation Co., Java, etc; Nippon Yusen Kaisha, Japan; East- 
ern & Australian Steamship Co., China; Federal & Shire 
Line, London; Oceanic Steam Navigation Co., Liverpool; 
Swedish Trans-Atlantic Line, Gothenburg. 

There are two private graving docks 520x61 feet and 
430x52 feet, also one government graving dock 470x80x26 
feet These are capable of taking care of boats o.' all 
sizes used in the trade. 



Position: Latitude 33 degrees 14 seconds north, longi- 
tude 130 degrees 23 minutes 17 seconds east. 

Accommodation: Wet dock, water area, 32 acres. 
Depth at entrance and at dock, 28 feet at low tide ; 18 feet 
in channel at low water.. Width of dock gate, 66 feet; 
width of channel, 150 feet. Quay wall, 1,380 feet long 
has berthing space for four steamers up to 10,000 tons. 
Three berths for bunkering, and one for discharging 
general cargo and taking coke aboard. Electric coal trans- 
porter has capacity of 15,000 tons per day. Four tugs are 
maintained for attending large vessels without charge. 

Imports: Sugar, rice, cotton, manure. 

Exports: Coal, coke, charcoal, chemicals, zinc. 



Population: 13,000. 

Port Charges: Tonnage dues, 25 sen per regular ton. 
Loading and discharging, 58 sen per ton. 

Accommodation: Good harbor despite 18 foot rise 
and fall of tide. It is accessible to vessels not to ex- 
ceed 6,000 tons. Depth at the entrance is 15 fathoms and 
at berth, 8 to 12 fathoms. 

Imports: Cotton yarn, cotton manufactures, wood, 
sugar, wheat flour. 

Exports: Beans, rice, raw cotton, seaweed. 



Population : 6,000. 

Position: Latitude 36 degrees 37 minutes 30 seconds 
north, longitude 121 degrees 52 minutes seconds west. 

Distances: San Francisco, 125 miles by rail north. Port 
San Luis, 112 miles south. 

Accommodation: Anchorage, safe in all storms, and 20 
to 40 feet of water at wharves at low tide. 

Steamship Line: Pacific S. S. Co. 

Wharves: Municipal Wharf, capacity 250 tons; Asso- 
ciated Oil Dock, capacity 500 tons. 

Railroad Connections: Southern Pacific Coast Line. 

Industries: Consist of fish canneries, mostly sardines. 

Port Charges: Water, $1.50 per 1,000 gallons Steve- 
doring labor, 50 cents per hour. Wharfage, 50 cents per 
ton on general merchandise; 25 cents per 1,000 feet on 
lumber. Cartage, 50 cents to $1 a ton; 50 cents per ton 
wharfage; \]4 cent per gross tonnage of vessel for dock- 

U. S. Government is to construct a breakwater, which 
will make the port the most available one in California. 

An independent railroad to the interior now seems 

Ample Wharfage and Dockage Space: 24 feet of water. 
A safe refuge in time of storm. No bar nor reefs. May 
be entered without a Government pilot in any kind of 
weather. Ample anchorage, for ships of greatest draft. 



This harbor is the third largest in Japan and is 
securely sheltered from storms. It is land-locked on 
all but the north-west side, and by reason of the great 
depth, the bay will accommodate any sized vessels. 
Vessels are moored from one-quarter to three-quarters 
of a mile from the town, and their freight is lightered 
to and from them. The population is 32,300. 

Position: Latitude 42 degrees 195^ minutes north, 
longitude 140 degrees 57j4 minutes east. 

Port Charges: Harbor dues, 5 sen per net reg. ton. 
Beef, 12c, vegetables, 24c per pound; water, 60 sen per 

Stevedoring: Ordinary cargo. 35 sen. 

Accommodation: Coaling pier. Floating shearlegs for 
discharging weights up to 50 tons. 

Imports: Pigiron, railway material, iron ore, nickel, 

Exports: Sleepers, coal, sulphur, timber. 



Position: Latitude 32 degrees 44 minutes north, 
longitude 129 degrees 51 minutes east. 
Population: 180,000. 

Digitized by 




NtfaMki Harbor— Copyrighted by I'uderwood & Undemuod 

First port of entry from south and west. At head of 
an inlet three miles long and from one-half to one mile 
wide. Good anchorage in any of small inlets and in 
harbor. Good wharfage and storage facilities. 

Pilotage: Not compulsory. Steamers, 20 yen, 3% 
additional per each foot of draft over 12 feet; 3% per 
every 1,000 gross tons over 1,000 tons. Sailing vessels, 
30 yen. 

Port Charges: Tonnage or wharf dues, 5 sen per ten 
net register. Customs, permits for Sunday and holiday, 
Y. 2 per hour; night work, Y. 4-6 per hour. Other 
charges, buoy rent, Y. 7 per day. 

Stevedoring: Rates for loading and discharging cargo, 
30 sen per ton. Overtime, 50 per cent extra. Cost per 
hour for general labor, 15 sen. Lighterage, cost per 
ton, 25 sen per day. Lighterage, cost per lighter per day, 
Y. 4 to Y. 8. Special rates for heavy lifts. 

Accommodation: Open anchorage and 14 mooring 
buoys; minimum depth of water at low tide, 7 fathoms. 
Large shipbuilding yard, 150-ton hammer headed crane; 
3 floating cranes. 

Imports: Shipbuilding materials, machinery rails, 
timber, rice, oil-cokes, raw cotton, metals, kerosene. 

Exports: Cargo and bunker coal, rice, cuttle-fish, 
dried fish, paper and general. 

Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., Mitsubishi, Mitsui Bussan Kaisha, 
Holme Ringer & Co., Hassimoto & Co. 

Steamer IJnes Using the Port: Nippon Yusen Kaisha, 
Japan-European Line, Japari-Aostralian Line, Japan- 
Indian Line, Japan-New York Line, Japan-Pacific Coast 
U. S. A. Line, Japan-China Line, Osaka Shosen Kaisha, 
Japan-Pacific Coast U. S. A. Line, Japan Coasting Ser- 
vice, Japan-Indian Line, Japan-South American Line, 
Japan-Australian Line, Japan-China Korea Coasting 
Service; P. & O. European, Indian and China Services, 
Blue Funnel Line (Alfred Holt), Liverpool-China-Ja- 
pan Line, Japan-Pacific Coast U. S. A., Toyo Kisen 
Kaisha, Japan-South American Line, Japan-Pacific Coast 
U. S. A. Line, Java-China-Japan Line, Glen Line, Shire 
Line, Ben Line, Russian Volunteer Fleet, Canadian 
Pacific Ocean Services Ltd., China Mail. 

Consular Representation: Official British. American, 
(Edwin L. Neville, consul), Russian and Chinese; Mer- 
chant, Italy, Norwegian, Denmark, Belgian, Dutch, Por- 
tuguese, Swedish. 



Population: 434,500. 

Port Charges: None for entering harbor. Vessels 
coming inside and mooring at buoy, 3 yen for 24 hours 
or part thereof; ships less than 500 tons displacement 
1.50 yen per 12 hours, 0.75 yen per 6 hours. 0.38 yen 
per 3 hours. Loading and discharging, 10 sen per ton 
for iron, sugar, coal; 8 sen per ton for porcelain and 
earthenware; 1.4 sen per ton for rice; 4.5 sen per koku 
for timber; 2 sen per koku for cereals. 

Accommodation: One 3-ton and one 12-ton floating 
crane. Depth at entrance, about 22^4 feet at low water: 
width of entrance, about 240 feet. Depth at quay and 
landing place for cargo, 23 feet at low water. 

Imports: Soya beans, bean cake, rice, sugar, coal, 
timber, manure, woollen and worsted yarns. 

Exports: Woven goods, porcelain, earthenware, 
wood for tea boxes, lacquered ware, cotton goods, 
cotton yarn, matches, clocks, soya and sake. 

Nagoya embraces important manufacturing industries, 
well known for their large output of porcelain and 
cloisonne ware. 



Position: Latitude 32 degrees 2 minutes north, 
longitude 119 degrees 25 minutes 25 seconds east. 

Population: Estimated, 250,000. 

Port Charges: Tonnage dues, 4 tael per ton. 
Wharfage, 2% of duty leviable. Loading and discharg- 
ing, 1/6 per man per day. 

Accommodation: Depth at entrance varies from 12 
to 25 and harbor is accessible to such vessels as arc 
able to pass through the flats at the mouth of the 

Imports: Grey shirtings and sheetings, cotton goods, 
railway material, kerosene oil, drills, sugar, metals, hard- 
wood timber. 

Exports: Silk piece goods, steel bars, cylinders and 
drums, skins, beans, cigarettes, tinned plates, artificial 
liquid indigo, machinery. 

Nanking occupies the south bank of the Yangszte river, 
about 235 miles from the sea. 

Consular Representation: United States (J. Pari 
Jamison, consul), Japan, Great Britain. 


New Zealand 

Position: Latitude 41 degrees 15 minutes 39 seconds 
south, longitude 173 degrees 15 minutes 42 seconds east. 

Population : 8.500. 

Pilotage: Compulsory. Charged inwards and outwards. 
Steamers, Ij^^d per reg. ton; sailing vessels, 6d; minimum 
each way in every case, £1 10s. Harbor Master's fees 
for removing steamer or sailing vessels within harbor, 120 
tons and up. Id per reg. ton ; under 120, 10/. 

Port Charges: Light dues, sailing vessels, excepting 
inter-colonial trading vessels and coasters, 6d; inter-co- 
lonial and all steamers, excepting coasters, 4d ton ; coast- 
ing vessels, y^d ton. Charges for vessels not paying 
pilotage, 1/ per ton reg. upon first arrival half yearly; 
for vessels paying pilotage. 3j/2d per ton reg. upon first 
arrival half yearly. Berthage, %d per ton net reg. per 
day. Wharfage, according to kind of cargo. 

Accommodation : Large vessels use channel cut through 
Boulder Bank, depth 15 feet at low water ordinary spring 
tide, and 27 feet at high water spring tide. Three whar\'es 
with accommodation of 1,533 feet; 5-ton crane; cradle for 
vessels to 150 tons, 130 feet long, 6^^ ft. draught. 

Imports: General merchandise. 

Exports: Wool, flax, gold, frozen meat, grain, hops, 

Digitized by 





New South Wales, Australia 

Position: Latitude 32 degrees 56 minutes south, 
longitude 151 degrees 45 minutes east. 

Population: Newcastle proper 12,315; Newcastle with 
suburbs 69,800. 

Entrance: Newcastle entrance is easily recognized by 
day by a remarkable headland named "Nobby Head" 
in latitude 32 degrees 55 minutes 15 seconds south; 
longitude 151 degrees 49 mijnutes 15 seconds east; and 
on which stands a white circular lighthouse 115 feet 
above high water, and from it is shown a white occult- 
ing Hght, visible 12 seconds and obscured 3 seconds, for 
a distance of 17 miles. 

Harbor: Newcastle harbor has been vastly improved 
during recent years, the entrance particularly having 
received special attention, both as regards deepening 
and lighting. 

^ There are now 23 feet 6 inches at low water spring 
tides, with the fairway towers in line (correct magnetic 
bearing North 42 degrees East and South 42 degrees 
West), which enables vessels of heavy draft to nego- 
tiate the entrance during both spring and neap tides, 
as the former rise average 5 feet 6 inches, and the 
latter 3 feet 6 incfies. 

Wharfage: Provision for the shipment of coal con- 
sists of 2.000 feet of wharfage, with a depth of 28 feet 
on the east side of the inner basin, upon which are 
erected six movable 25-ton hydraulic cranes, capable of 
loading 200 tons per hour. In addition there are 5,500 
feet of wharfage on the east side of Carrington, with 
deep water frontage provided with 10 hydraulic cranes 
of from 15 to 25 tons capacity, and one McMyler hoist, 
capable of loading 200 tons per hour. Wharfage pro- 
vided for the loading and discharging of cargoes other 
than coal consist of King's wharf, 3,000 feet, depth of 
water 25 feet L. W. S., and Lee wharf, 1,200 feet with a 
depth of water 30 feet L. W. S., upon which are cargo 
sheds. All wharfage of the port is connected with the 
main railway system of the state. 

Twenty-four hundred feet of coal-loading wharfage 
is now under construction, half of which is nearing 

Six electric cranes with a lifting height of 70 feet are 
ordered for this wharfage. 

Steamers Calling for Bunkers Only 

Pilotage: Compulsory. Inward, Ij^d. per ton; out- 
ward, lJ4d. per ton. Maximum, £25. Removals: 1500 
tons and over £4/10/- (maximum) each. 

Port Charges: Tonnage dues, ^d. per ton per day 
on gross register, payable every quarter of a day. No 
State Harbor and Light Rates are payable. 

Discharging or Loading Coal 

Pilotage: 2j^d. per ton on net. reg.: maximum, £25, 
inwards or outwards. Removals, 1500 tons and over, 
£4/10/- maximum each. Tonnage dues are payable 
on gross reg. tonnage at ^d. per ton per day, payable 
every quarter of a day. Towage, £5 for one tug, and 
£9 for two tugs, and £1 extra if overtime required. 
Boatmen, charge for running lines, 10/- per shift. If 
two men are required, £1 is charged. Trimming rates, 
10V2d. for bunkers only; 53^d. for full cargo and bunker. 
Any wheeling to be done is charged extra. State 
harbor and light rates are payable 4d. per ton on net 
reg. once in every 6 months in one port only in New 
South Wales. 

Accommodation: Depth of water on bar neap tide? 
27 feet, spring tides 29 feet. Alongside d(>cks 28 and 
30 feet 

Imports: Lumber, manufactured goods, hardware, 
glass and earthenware. 

Export: Coal, coke, copper, wool, tallow, hides. 

Names of Importing and Exporting Firms: I). Cohen 
& Co., Frederick Ash Ltd., Caledonian Collieries, Aber- 
main Collieries, Wallsend Collieries, West Wallsend. 

Steamer Lines Using the Port: Adelaide S. S. Co. 
Ltd., Australian ports; Australian S. S. Co. Ltd., Austra- 
lian ports; Union S. S. Co., Australian and American 

Loading or unloading redwood or Oregon pine 3/6 
per 100 feet. B. M., case oil 2/2 per ton, 22 cases consti- 
tuting a ton. Storage charges 1/- per ton after 48 hours. 

United States Consul: Lucien N. Sullivan. 


Yingkow is now the port owing to silting of the coast. 

Position: Latitude 40 degrees 40 minutes 38 seconds 
north, longitude 122 degrees 15 minutes 30 seconds east. 

Population: 80,000. 

Pilotage: Not compulsory, inwards, steamers, 3 to 4 
taels per foot; sailing vessels, 4 to 5 taels per foot; 
outwards, steamers, 4 taels; sailing vessels, 5 taels per 
foot. All charges plus 25% surtax. 

Pert charges: No local. Tonnage dues are the same 
as Canton. 

Accommodation: From December to March the port 
is closed on account of ice. Depth on bar at low water 
spring tide 7 feet; spring rise, 12j4 feet: neap 8^2 feet. 
Deep anchorage, about one-half mile from the town. 
There are buoys in the River Liao fcr all the passage up 
to the harbor. 

Imports: Matches, metals, sugar, cotton, kerosene, 
cotton goods, woollen goods, aniline dyes, artificial 

Exports: Coal, bristles, beans, bean oil, bean cake, 
tobacco, wild silk, millet, sesame. 

Newchwang is located in the province of Fengtien, 
about 13 miles from the mouth of the Liao River, and 
navigation on the river generally is closed from Decem- 
ber to March. This fact, however, does not interfere 
with the commercial activities of the port, such a situa- 
tion being relieved by railway communication supplied 
by branches of the South Manchurian Railway and the 
Government Railways of North China. There is daily 
communication with Peking, Tientsin, Mukden, Dairen, 
Port Arthur, Tiehling and Kuanchehgtze. The Chinese 
government Railway maintains a station on the north 
side of the river, and the South Manchurian station is 
on the south side one mile from the Custom House. 
The country surrounding Newchwang is flat. The climate 

Newthwanf Hirbcr— Copyrlghlcd by UndcrwooU & Underwood 

Digitized by ' 




is not extreme, the summers being mild and though 
the weather becomes severe in the winter, the tempera- 
ture rarely falls farther than 15 degrees below zero. 

Beans, millet, maize and their by-products represent 
the principal articles of exportation, and more recently 
steps have been taken looking toward the exploitation 
of Fushan coal. Minor exports include native medi- 
cines, wild and refuse silk, skins, and fur, and ginseng. 

There is a project pending for the dredging of the bar 
at the mouth of the Liao river and other improvements 
for the facilitation of water transportation. 

Consular Representation: United States, Denmark, 
Great Britain, Japan, Netherlands, Norway, Russia. 
Sweden, France (consul residing at Mukden). 


New Zealand 

Population: 5,283. 

Position : Latitude 39 degrees 4 minutes south, longi- 
tude 174 degrees 5 minutes east. 

This port is the outlet for the dairying and butter pro- 
ducing district of the North Island. 

Pilotage: Sailing vessels, inwards and outwards, 3d 
per ton reg. ; steamers, V/zd. 

Port charges: 4d per ton reg., payable half yearly. 
Wharfage, 2/ per ton. Water, 5/ per 1,000 gallons. Labor, 
1/6 per hour. Railway carriage from wharf to town, 3/. 

Accommodation: The harbor is not the best. Break- 
water harbor for ships up to 2,000 tons. Anchorage in 8 
to 9 fathoms, 1 to 154 mile offshore. Wooden wharf, 1,000 
feet long. Five-ton crane. Wharf accommodation, 2,000 

Imports: Coal, general. 

Exports: Butter, cheese, frozen meat, wool. 


British Cohimbia 

Latitude 49 decrees north, longitude 123 degrees east. 

Population: ISjOOO. 

Pilotage : Not compulsory. 

Port Charges: Customs, $1 for clearance of vessels to 
foreign destination. 

Imports: Machinery, boiler plates, dry goods, vege- 
tables, hardware, flour, feed, engines, wines and spirits, 

Exports: Lumber, fish, vegetables, ore. 

Importing and Exporting Firms: Canadian Western 
Lumber Co. Ltd., Dominian Products Ltd., T. H. Smith 
Co., Cunningham Hardware Co., T. J. Trapp & Co. Ltd., 
Brackman Ker Milling Co. 

New Westminster Harbor is situated a dozen miles from 
salt water on the Fraser River, and less than 20 miles from 
the Gulf of Georgia ; the city has a population of 15,000, and 
is the market center of a rich agricultural district, where 
fruit growing and miscellaneous farming is the principal 
industry of some 70,000 people The salmon fishing is 
another important industry, there being 30 canneries be- 
tween the city and the mouth of the Fraser. The city 
is also the center of the lumber industry of the coast, 
there being amongst other large mills, that of the Fraser 
Mills, which is probably the largest in the world. Some 
80 industries of various character make employment for 
one-fifth of the city's population and provide an annual 
wage output of over $3,000,000. 



Position: Latitude 37 degrees 55 minutes north, longi- 
tude 139 degrees 3 minutes east. 

Population: 64,379. 

Accommodation: It is necessary for vessels above 
300 tons to anchor one-half mile to one mile offshore 
(outside of projecting banks). Improvements are under 

Port Charges: Tonnage dues, 5c per ton; 15c freeing 
vessels for one year. Loading, 46c per ton; discharging 
by lighter, 55c per ton. 

Imports: Sugar, oil cake, phosphorite, metal manu- 
factures, salted fish, woven goods, rice, beans, wheat 

Exports: Sulphuric acid, rice, soy, metal, wooden 

Niigata is situated on the western coast of the Prov- 
ince of Echigo, main island of Japan. 

Harbor •1 NinfiM— Copyrlshted by Underwood A Underwood 


On Yung river about 12 miles from the mouth. The 
distance to Shanghai is 140 miles. Position, latitude 29 
degrees 55 minutes north, longitude 121 degrees 30 
minutes east. 

Population: 240,000. 

Pilotage: $6.00 per foot from Square Island, and 
vice versa. 

Port Charges: Tonnage dues, 28c per ton for vessels 
over 150 tons. Other charges same as Shanghai. 

Accommodation: Harbor will admit vessels drawing 
17 feet at half spring tide. Depth at quays, 20 feet. 
Spring rise, 12 feet. 

Imports: Cotton and woolen goods, dried fruits. 

Exports: Tea, medicines, fish, silk, rush mats, inlaid 
furniture, stone, beans, raw cotton. 



Latitude 64 degrees 30 minutes north, longitude 165 de- 
grees west. 

Distance from Seattle, 2,372 miles. 

Population (summer), 2,700. 

Harbor: Located on Seward peninsula in Bering sea, 
and open to navigation but five months of the year. Head- 
quarters for mining camps. Connected with United States 
by cable and wireless. 

NORTH BEND (Coos Bay) 

Latitude, 43 degrees 25 minutes north, longitude 124 
degrees 13 minutes west. 

Population: 4,000. 

Pilotage: Not compulsory. 

Port charges: Tonnage or wharfage dues, $2.50 
minimum charge for docking vessel. No anchorage. 
Other charges: Water, by meter. Towing, 50c per ten 
gross tonnage. Wharfage, 20c per ton general freight. 
Cartage, 50c per ton. 

Digitized by 




Stevedoring: Rates for loading or discharging cargo, 
15c a ton. Cost per hour for general labor, 80c per 
hour. Overtime cost per hour, $1.10 per hour. Lighter- 
age, cost per ton, no established price. Lighterage, cost 
per lighter per da^y, $10 per day. 

Accommodation: There is a total of about 2,740 feet 
dock frontage in the city divided as follows: Municipal 
dock, 1,040 feet with a depth of 18 feet at mean lower 
low water; Bay Park Mill Dock, 500 feet with a depth 
of 18 feet at mean lower low water; Clarke & Calligan 
Box Factory Dock, 200 feet with a depth of 18 feet at 
mean lower low water; North Bend Mill & Lumber 
Company's Dock, 500 feet with a depth of 18 feet at 
mean lower low water; Buehner Lumber Co.'s Dock, 
500 feet with a depth of 19 feet at mean lower low 

Imports: General merchandise, flour, hay, grain, 
vegetables, fruit, dairy products, oil, gasoline, brick, ce- 
ment, machinery, iron, lumber. 

Exports: Lumber, legs, coal, lumber products, dairy 
products, animal products, farm products, fish, cascara 
barky wooden vessels. 

Importing und Exporting Firms: Buehner Lumber 
Co.. North Bend Mill & Lumber Co., Kruse & Banks 
Shipbuilding Co., North Bend Iron Works, Bay Park 
Lumber Co., Clark & Calligan Box Factory, Sunrise 
Milk Products Co. 

Steamer Lines using the Port: Pacific S. S. Co., Parr- 
McCormick, operating between Portland and San Fran- 
cisco and calling at Coos Bay and Eureka; Arrow Line, 
operating between Coos Bay and San Francisco; Bueh- 
ner Lumber Co.'s Line, operating between North Bend 
and San Francisco, McCollum & Painter. Steamship 

Shipyards: Kruse & Banks. 

Customs Representative: W. A. Clark. 

The city has asked for the extension of the Pier Head 
Harbor Line fronting the Municipal Dock 220 feet out- 
ward, and as soon as this extension is grranted the city 
contemplates extending the Municipal Dock out to the 
new line, which will give a depth of 24 feet of water 
at mean lower low water along the entire front of the 
Municipal Dock. The Municipal Dock after this im- 
provement is completed will contain over 200,000 square 
feet of dock room. 

The Government Engineers report that the depth of 
water on the Coos Bay bar now exceeds 30 feet at mean 
lower low water, and dredging operations by the Gov- 
ernment bar dredge "Michie" are still in progress and 
will be continued until a much greater depth is ob- 

The recent adoption of the 22- foot inner harbor proj- 
ect by the Government with an ample appropriation for 
the carrying out of the improvement, will insure a 22 
foot depth water at lower low water from the bar to the 
head of the bay — a distance of nearly 15 miles. The 
channel will have a mean width of 300 feet with a wide 
turning basin fronting this city and Marshfield. It is 
expected that work on this improvement will commence 
this year. 

Railroad Connection: Southern Pacific Railway is 
now completed and in operation from Eugene, giving 
Coos Bay direct connection with transcontinental lines. 



Population: City, 285,000; community, 500,000. 

Harbor: Latitude, 37 degrees 48 minutes 5 seconds 
north, longitude, 122 degrees 16 minutes 38 seconds 

Depth of Inner Harbor: Channel 500 feet wide with 
depth of 30 feet at low tide from entrance at S. P.-W. 
P. moles to Webster St. drawbridge. 

Channel 500 feet wide with depth of 30 feet at low 
tide from draw bridge to mouth of Brooklyn Basin. 

Channel 300 feet wide, 25 feet deep at low tide around 
both sides of Government Island in Brooklyn basin 
to Tidal canal entrance. 

Channel 300 feet wide, 18 feet deep at low tide in 
Tidal canal to San Leandro Bay. 

Depth of Outer Harbor: Channel 300 feet wide, 
25 feet deep at low tide, dredged from point between 
Key Route Pier and Southern Pacific Long Wharf 
easterly to Albers Bros. Milling Co.; turning basin, 
30 feet deep at low water; channel thence northerly, 
180 feet wide, 30 feet deep at low tide, to Union Con- 
struction Co., and Key Route pier, this section to be 
widened to 360 feet in 1919. 

Harbor engineer, K. S. Heck, City Hall; Wharfinger, 
Wm. J. Masterson, 1st and Wahington Streets. 

Government Officials: Collector of Customs, J. O. 
Davis; deputy in charge of sub-port of Oakland, Char- 
l«i» A. Kelly, Postoffice Bldg. 

Steamship lines: Albers Bros., Parr-McCormick S. 
S. Co., California Transportation Co., Comyn, Mackall 
& Co., Atkins, Kroll & Co., Burns-Philp Co., A. F. 
Thane & Co., Luckenbach S. S. Co., W. R. Grace & 

Tow boat companies: Same as San Francisco, with 
addition of Hanlon Barge & Towboat Co. and Oak- 
land Launch & Tugboat Co. 

Shipping Facilities 

Frontage Width or 

on water depth in 

Wharves: — in feet feet 

Union Construction Co. (Ship- 
builders) 800 40 

Parr Terminal Co 1417 67 

Pier and warehouse under con- 
struction 500 180 

Albers Bros.' Milling Co., 2 

story dock 950 200 

Southern Pacific Railroad Co... 450 50 

Asiatic wharf 877 100 

General Cargo Wharf (under 

construction) 877 70 

Lumber wharf 877 75 

Western Pacific Railroad Co. . . 375 12 

Coos Bay Lumber Co 500 140 

Moore Shipbuilding & Drydock 

Co 500 26 

Moore Shipbuilding & Drydock 

Co 500 50 

Moore Shipbuilding & Drydock 

Co 500 40 

Howard Co 400 60 

Howard Co 500 110 

City of Oakland:— 

Livingston Street 295 124 

Sunset Lumber Co. 1410 65 

Webster Street 243 60 

Franklin Street 263 40 

Taylor Coal bunkers 180 40 

Taylor wharf 76 40 

Washington Street 60 320 

Quay wall 315 150 

Clay Street 294 76 

Hogan Lumber Co 450 300 

Santa Fe Railway Co 700 25 to 75 

D. J. Hanlon Drydock and Ship- 
building Co 850 24 

D. J. Hanlon Drydock and Ship- 
building Co 600 30 

D. J. Hanlon Drydock and Ship- 
building Co 500 70 

LaRue Wharf and Warehouse 

Co 414 40 to 80 

E. K. Wood Lumber Co 130 to 170 680 

Rhodes-Jamieson & Co. 30 to 40 100 

Barnes & Tibbitts (shipbuilders) 325 40 

Barnes & Tibbitts (shipbuilders) 325 20 

Barnes & Tibbitts (shipbuilders) 325 34 

Alaska Packers' Assn 450 30 

Bethlehem Shipbuilding Corp. . 350 36 

Bethlehem Alameda Plant 200 36 

Associated Oil Co 200 15 

Digitized by V^OOQ IC 



Lighterage companies: Hanlon Barge & Towboat 
Co.. Oakland Transportation Co., W. R. Rideout Co. 

Warehouse capacity of various docks — Albers, 290,000 
sq. ft.: Asiatic wharf, 20,640 sq. ft.; Western Pacific 
Ry. Co., 1800 sq. ft.; Howard Co., 30,000 sq. ft. (coal 
bunkers, fuel oil pipelines) ; Webster Street, 14,580 sq. 
ft.; Franklin Street, 9105 sq. ft.; Quay Wall, 36,000 
sq. ft.; Clay Street, 22,344 sq. ft.; Santa Fe Ry. Co., 
22,381 sq. ft. 

Ship Repair Facilities 

Barnes & Tibbitts — Equipped to repair wood and 
steel ships; 1 marine railway, capacity 4000 tons; 1 
marine railway, capacity 1100 tons; 1 marine railway 
under construction, capacity 2500 tons. 

Bethlehem Shipbuilding Corporation — Equipped to 
repair wood and steel ships floating drydock, 3000 tons 
capacity; 2 marine railways, capacity 2000 to 4000 tons. 

D. J. Hanlon Drydock & Shipbuilding Co.— Equipped 
to repair steel and wooden vessels and all kinds of 
machinery; marine railway, capacity 4000 tons. 

Moore Shipbuilding and Drydock Co. — Anything in 
repair work, except that necessitating docking vessels 
over 4000 tons; drydock of 15,000 tons capacity under 
construction; marine railway, capacity 4000 tons. 

Union Construction Co. — Equipped to do general 
ship repair work. 

Railroad connections: Southern Pacific Co., Western 
Pacific Ry.; Atchison, Topeka & Santa Fe Ry. Co.; San 
Francisco-Oakland Terminal Rys.; Oakland, Antioch & 
• Eastern Ry. Cc. 

Industries adjacent to shipping: American Manga- 
nese Steel Co., Albers Bros. Milling Co., National 
Pole Co., Clements & Son (cocoanut oil), Coos Bay 
Lumber Co., U. S. Concrete Shipyard, Government Is- 
land, Brooklyn Basin; Dow Pump & Diesel Engine Co.; 
Uaion Gas Engine Co.; K, K. Wood Lumber Co.; 
California Cotton Mills; Pinal Dome Refining Co.; At- 
las Imperial Gas Engine Co.; de Fremery-Cadman Ma- 
terials Co.; Lawrence Warehouse Co.; American Cream- 
ery Machinery Co.; Hogan Lumber Co.; Empire Foun- 
dry Co.; United Iron Works; Standard Brass Casting 
Co.; Phoenix Iron Works; Pacific Gas & Electric Co.; 
California Fruit Canners Association; Standard Under- 
ground Cable Co.; California Packing Corporation; Jud- 
son Mfg. Co. (steel); California Paint Co.; Paraffine 
Paint Co.; Pacific Tank & Pipe Co.; Mercantile Box 
Co.; and various other industries to the number of 1,450. 
There are 166 different lines of manufacturing carried 
on in the industrial community of which Oakland is 
the center. Leading lines— Shipbuilding, motor cars, 
lumber, foundry and machine shop products, food pro- 
ducts, building materials, textiles, wearing apparel, 
printing and publishing, chemical products, salt, paper 
products, petroleum products, rubber products, paint, 
fertilizer, leather products, sugar, creamery supplies, 

Expenditures (outside of railroads and private cor- 
porations) on harbor to date: 

U. S. Government $4,527,068.35 

City of Oakland $2,653,000.00 

Total $7,180,068.35 

New Municipal quay wall; at foot of Clay St.; most 
ideal combination of shipping facilities to be found. 
The wall is 1,928 feet long, with 27 feet of water at 
low tide, and the very latest type of fender system. 
Two fireproof warehouses, 90x400 feet, with tracks at 
shipside as well as in rear of sheds. Very latest type 
of water system for supplying vessels and for fire pro- 
tection, supplemented for the latter purpose by a high 
pressure salt water system which runs along First St. 
3(X) feet north of the wall. Up-to-date oil system for 
supplying vessels; coal bunkers at west end and within 
half a mile of the principal wholesale and business 

Rates of Dockage 

Sec. 10. The rates of dockage in the Harbor of the 
City of Oakland shall be, for a da;yr of twenty-four (24) 
hours, or any part thereof, including Sundays, holidays 
and rainy days, as follows: 

For all ocean vessels, steam or sail, of two hundred 
net registered tons or under, 2 cents per ton; for all 
such vessels of over two hundred net registered tons, 
$4.00 for the first two hundred tons and three quarters 
of a cent for each additional ton. 

For all bay and river steamboats and barges used 
for carrying freight or passengers, of two hundred 
tons or under, under-deck tonnage measurement, 2 
cents per ton on such measurement; for all such ves- 
sels of over two hundred tons, under-deck tonnage 
measurement, $4.(X) for the first two hundred tons, and 
three-quarters of a cent for each additional ton. 

Full rates shall be charged as follows: 

(1) Vessels with cargo on board docking at a public 
wharf or landing while discharging cargo. 

(2) Vessels with no cargo on board docking at a 
public wharf or landing while discharging or taking on 
passengers and baggage. 

(3) Vessels with no cargo on board docking at a 
public wharf or landing while discharging passengers 
and baggage. 

(4) Vessels with cargo on board docking at a 
public wharf or landing while taking on stores, supplies 
or fuel oil for fuel of such vessel. 

(5) Vessels with cargo on board docking at a public 
wharf or landing while lying idle. 

(6) Vessels that are engaged in towing. 

(7) Vessels that are not engaged in carrying freight 
and passengers. 

Half rates shall be charged as follows: 

(1) Vessels with no cargo on board docking at a 
public wharf or landing while loading cargo. 

(2) Vessels with no cargo on board docking at a 
public wharf or landing while receiving passengers or 
exclusive of stores, supplies or fuel oil for fuel of such 

(3) Vessels with cargo on board docking at a 
public wharf or landing while taking on an amount of 
cargo equal to one-fifth of net registered tonnage, 
exclusive of stores, supplies or fuel oil for fuel of such 

(4) Vessels with no cargo on board while lying idle 
at a public wharf or landing. 

(5) Vessels while receiving or discharging ballast 
or receiving stiffening. 

(6) Vessels discharging, loading or lying idle while 
occupying outside berths. 

(7) Vessels while moored in docks, slips, basins or 

(8) Vessels with no cargo on board, while under- 
going repairs. 

(9) Vessels engaged in towing and vessels not en- 
gaged in carrying freight and passengers are NOT 

Dockage commences upon the vessel when she 
makes fast to the wharf, or comes within a dock, 
slip, basin or channel; and each twenty-four hours 
thereafter, or part thereof, constitutes a day's dockage. 

No deduction shall be made for Sundays, holidays or 
rainy days. 

A vessel arriving from private premises will be 
charged at the same rate and in the same manner as 
if arriving from the stream, except as hereinafter other- 
wise provided. 

Any vessel which has paid to the City of Oakland 
one dockage for any day may use and dock at the 
same or any other wharf, or landing, public or private, 
during the same day, and leave and return as often 
as it may desire, without being required to pay any 
additional dockage for such day; provided, however, 
that any vessel availing itself of the privileges under 
this section must first obtain and on demand pro- 
duce the receipt of the Wharfinger or Assistant Wharf- 
inger for the dockage paid to said City for such day. 

Digitized by 




Rates of Dockage on Lighters 
Sec. 11. A lighter is understood to be a vessel 

which has neither power nor steering equipment. 
A dockage rate of one cent per ton net tonnage 

per day will be charged on all lighters in the following 


(1) When discharging or loading at a wharf. 

(2) When discharging into or loading from a ves- 
sel lying at a wharf, or when lying at a wharf or 
in a slip with or without cargo on board. 

(3) When transporting from a wharf to a vessel, 
or from a vessel to a wharf, but one dockage charge 
will be made per day. 


Sec. 12. Both a discharging and a loading toll shall 
be imposed on all merchandise (including vessels' 
stores and supplies and fuel oil for such vessel) except 
where otherwise specified, and must be paid by the 
vessel discharging or loading same. 

Sec. 13. A ton is by weight 2,000 pounds, unless 
lothen^ise specified; by measurement 40 cubic feet. 

Sec. 14. Merchandise, for the purpose of tolls or 
wharfage, must be computed by weight measurement, 
as the one mode or the other will give the greater 
number of tons. 

Sec. 15. Of the following articles 2,240 pounds con- 
stitute a ton: coal, railroad iron, pig iron, gypsum, 
asphaltum, ores, crude or boiled sulphur, paving stones, 
sand, gravel, crushed rock and ballast. 

Rates of Toll 
Tolls per Ton: 

Sec. 16. On the following merchandise tolls must 
be paid as follows: 

On merchandise (except where otherwise 
specified), including vessels' stores and 
supplies, and coal and fuel oil for such 

vessel, per ton 5 cents 

On flour, grain and millstuffs, per ton 5 cents 

On 400 pounds or less 1 cent 

On 800 pounds or less and more than 400 

pounds 2 cents 

On 1200 pounds or less and more than 800 

pounds 3 cents 

On 1600 pounds or less and more than 1200 

pounds 4 cents 

On 2000 pounds or less and more than 1600 

pounds 5 cents 

Tolls on merchandise, when measured or charged a 
higher rate, to be collected according to the foregoing 
Tolls Charged Otherwise Than by the Ton. 
Sec. 17. On the following articles tolls must be paid 
as follows: 

Fir, redwood, spruce, and all softwood lum- 
ber, per 1000 feet, board measure 10 cents 

Oak, hickory, ash, and all hardwood lum- 
ber, per 1000 feet, board measure 20 cents 

Lumber or timber discharged in the water in any slip, 
dock, basin or channel, the same as if discharged on 
a wharf. 
Piles discharged in any slip, dock, basin, or 

channel, per pile 6 cents 

Fence posts, per 100. 10 cents 

Railroad ties, per 1000 feet of lumber, board 
measure, contained therein (32 or 24 feet 

to a tie, according to size) 10 cents 

Shingles, per 40 bundles 10 cents 

Laths, per 60 bundles 10 cents 

Shakes, per 100 bundles 10 cents 

Empty barrels (merchandise) each i cent 

Empty sugar barrels, each i cent 

Cord wood, per cord 5 cents 

Tan bark and stave bolts, per cord 5 cents 

Fire bricks, per 1000 15 cents 

Fire bricks, discharged from any vessel lying 
at any wharf, or in any slip, dock, or basin, 
into another vessel, or received into any 
such vessel from any lighter or other ves- 
sel, per 1000 7i cents 

Bricks (other than fire bricks) discharged on 

or loaded from any wharf, per 1000 10 cents 

Bricks (other than fire bricks) discharged 
from any vessel lying at any wharf, or in 
any slip, dock or basin, into another vessel, 
or received into any such vessel from any 

lighter or other vessel, per 1000 5 cents 

Hops in bales, per bale 1 cent 

Wool or cotton in sacks, per sack 1 cent 

Wool or cotton in bales, strapped, per bale U cent 
Hides of cattle (green or dry) per hide.... i cent 

Skins, per skin ^ cent 

Rabbit skins, per bale H cents 

Cattle, horses and mules, per head 5 cents 

Colts and calves, under a year old, per head 2i cents 

Sheep and hogs, per head 1 cent 

Hay, per ton 10 cents 

Crushed rock (long ton) 5 cents 

Reapers, mowers, horse-rakes, hay presses, 
gang plows, cultivators, and wheeled ve- 
hicles, set up, each 10 cents 

Headers and separators, set up, each 20 cents 

Charcoal, per 35 sacks (of 55 pounds each) . 5 cents 

Cement. 5 barrels tc the ton, per ton 5 cents 

Lime, 8 barrels to the ton, per ton 5 cents 

Beef, pork or fish, 6 barrels to the ton, per 

ton 5 cents 

Sugar or syrup, 6 barrels to the ton, per ton . 5 cents 

Wine or liquor, per bbl U cents 

Wine or liquor, per pipe 5 cents 

Cocoanuts, per 1000, unhusked 15 cents 

Cocoanuts, per 1000, husked 10 cents 

Bananas, per bunch i cent 

Salmon, per ton of 2000 pounds 5 cents 

Crude oil (whether in barrels or bulk), per 

ton of 2000 pounds, 7^i lbs. to gallon 5 cents 

Crude oil, naptha, gasoline, etc., conveyed 
either inward or outward, over or through 
any wharf, bulkhead or other structure, or 
loaded or discharged in any slip, basin or 
channel, per ton of 2000 pounds (7"K Jbs. to 

gallon) 5 cents 

(The weight of crude oil contained in 
tanks or vessels or conveyed to or from 
shipping, to be computed on the basis of 
7}i. pounds per gallon, if actual weight is 
not obtainable.) 
Copra, by measurement, per ton 5 cents 

Sec. 18. On empty packages, being returned to the 
owner, who uses them to send commodities to market, 
no tolls will be charged. 

Sec. 19. Grain, flour, millstuffs, beans and seeds 
will be subject at all wharves, except at the grain 
shed to be specially located on some wharf or wharves 
by resolution of this Council, to the same rules and 
rates of tolls and wharfage as are imposed on other 

Sec. 20. Grain, flour, millstuffs, beans and seeds may 
remain in the grain shed so specially located until 5 
o'clock P. M. on the third day after discharge free 
of wharfage charge; for the next fifteen days, or any 
part thereof, Sundays and holidays excepted, there 
shall be a wharfage charge of 5 cents per ton; for 
each additional day thereafter the wharfage charge shall 
be 5 cents per ton; provided, that where, any owner 
or consignee fails or refuses to pay, on demand, bills 
rendered for wharfage or refuses to comply with other 
rules and reg^ulations of the City of Oakland, the pro- 
visions of section twenty-six (26) of this ordinance 
shall apply 'and become immediately effective as to 
such owner or consignee; provided, further, that in the 
event of congestion in the grain shed the Wharfinger 
is empowered, at any time after the expiration of the 
third day after discharge, to cause the removal to 
the rear of the shed of any cargo, or portion there- 
of, at the expense of the owner or consignee. 

Sec. 21. The term "grain" is intended to and does 
include wheat, barley, oats, corn and rye; the term 

Digitized by V^OOQ IC 



"flour" includes only the flour of wheat, and "mill- 
stuflFs" includes only bran, midlings, shorts and ground 

Sec. 22. No tolls will be charged on donkey engines 
or stevedores' tools when taken on the wharf for the 
purpose of loading or discharging a vessel; nor on milk, 
ice or butcher, baker and laundry supplies furnished 
daily to vessels, 

Sec. 23. Merchandise landed on a wharf and not re- 
moved therefrom may be reshipped from the same 
wharf, without the payment of further toll, but the 
wharfage, if any due thereon, must be paid. 

Sec. 24. Merchandise, except where otherwise speci- 
fied, when discharged from a vessel lying at any wharf 
or within any slip, into lighters or other vessels, is 
subject to the same rates of toll as if discharged on 
or loaded from a wharf. 

Sec. 25. When the tolls have been paid on merchan- 
dise on its being discharged from a vessel into a ves- 
sel, it may be landed thence on a wharf, or discharged 
into another vessel, without the payment of further 


Sec. 26. Merchandise must be removed from the 
wharf before 5 o'clock P. M. on the day following 
the one on which it was placed thereon; but the Har- 
bor Manager and Wharfinger are hereby authorized, 
when the owners or consignees of merchandise desire 
it, and it can be done without interfering with the 
business of the wharf, to allow merchandise to re- 
main on the wharf after the prescribed time, at a 
wharfage charge equal to an additional toll for every 
forty-eight hours, or part thereof, Sundays and holidays 
excepted. If merchandise be not removed within 
twenty-four hours after notice by the Wharfinger, it 
shall be liable to pay double the regfular rates. No 
merchandise for outbound shipments shall be placed 
upon any wharf, pier or thoroughfare before 8 o'clock 
A. M. on the day preceding the arrival of the ves- 
sel to carry such merchandise, without first obtaining 
permission from the Harbor Manager or Wharfinger. 

Lumber discharged from vessels carrying 500,000 feet 
board measure, or over, and from vessels of no lesser 
capacity, may remain on wharf until 5 o'clock P. M. 
of the third day following its discharge. Then and 
thereafter all provisions of this section shall be effec- 
tive and must be enforced. 

Sec. 27. The Council of the City of Oakland may 
by resolution from time to time provide for a Credit 
List of persons and vessels liable to pay dockage, tolls 
or wharfage hereunder, and prescribe by such resolu- 
tion the mode and manner in which, and the terms and 
conditions upon which, such persons or vessels, or any 
of them, may be placed upon such credit list and be- 
come entitled to credit for dockage, tolls and wharfage 
that may become payable and due from them; and the 
Council shall by such resolution further provide for 
the collection of dockage, tolls and wharfage charges 
to persons or vessels on such credit list. Any person 
or vessel on such credit list shall not be required to 
pay dockage, tolls or wharfage in cash and at the 
wharf or landing, before the departure of the vessel 
or removal of the merchandise as hereinabove provided, 
but shall deliver to the Wharfinger or Assistant Wharf- 
inger a written acknowledgment of the amount due and 
payable from such person or vessel, at the time, for 
dockage, tolls and wharfage, or either, signed by such 
person, or his agent, or by the master, agent or per- 
son in command of such vessel; and thereupon such 
amount shall be charged to and paid by^ or collected 
from, such person or vessel as may be provided by 
such resolution of said Council. 

Sec. 28. The Council of the City of Oakland may 
bv resolution from time to time, suspend the provi- 
sions of this ordinance providing for and relating to 
wharfage, either wholly or in part, and may by such 
resolution extend the time for which merchandise may 
be allowed to remain on municipal premises without 
payment of wharfage, or prescribe different rates. 

Sec. 32. Ordinance No. 1547, and all ordinances and 
parts of ordinances in conflict herewith, are hereby re- 

Sec. 33. This ordinance shall take effect from and 
after its passage. 

In Council, Oakland, Calif., January 19, 1917. 

Other Charges 

Fresh water cost: 23 cents per 1,000 gallons, or 19 
cents per 100 cubic feet. 

Cartage charges: 50 cents to $2.50 per ton, depend- 
ing upon the portion of Oakland, Alameda or Berkeley 
to which consignment is destined. (Average about 
50 cents per ton from Inner Harbcr to main section 
of Oakland.) 

Stevedore Rates — Discharging 

Coal, Ore products $0.65 

Sugar, in mats or baskets at refineries 60 

Hawaiian and Philippine Sugar at refineries .... .45 
Hawaiian and Philippine Sugar at San Francisco .60 

Cement, Nitrate (ship's slings) 50 

Salmon 50 

Copra, in bulk 85 

Sulphate of Ammonia, Fertilizer, Sulphur, Pine- 
apples .70 

Sheet Iron and Bar Iron under 3 inches in dia- 
meter. Gas and Water Pipe 110 

Bar Iron 3 inches or over, Structural Iron, Plates, 

Angles, Beams, Girders, Blooms 1.60 

Pig Iron, Ballast, Chalk, Cliffstone 70 

Railroad Iron .90 

Coke and Carbons 1.10 

Slab and Block marble, up to 2 tons 2.30 

Weight over 2 tons special rate 

Bean oil, in cases 85 

Wool, Hemp and Cotton (Measurement) 55 

General Merchandise (weight or measurement 
which ever is greater) 75 

Stevedore Rates — Loading 

Wheat, Flour, Barley, Beans, Bran and Oats 50 

When handled on dock or barge, 20 cents extra. 
Canned Salmon and Fruit and Case oil (Measure- 
ment) 70 

Wine, Tallow, Asphalt, Oil and Salmon in Barrels .95 
Sheet Iron, Bar and Bundle Iron under 3 inches in 

diameter, Gas and Water pipe 1.20 

Lumber, 1000 feet B. M 1.75 

Ties, 1000 feet B. M 1.20 

Loading and discharging Explosives 2.00 

General Merchandise (weight or measurement, 

whichever is greater) 75 

Special rate for Bar Iron 3 inches in diameter or 
over, Structural Iron, Rails, Machinery, Pipe, 

Plates, Angles, Beams, Girders, Blooms 1.65 

Scrap iron and all other commodities over 400 


New Zealand 

Position: Latitude 45 degrees south, longitude 171 de- 
grees east. 

Population : 6,000. 

Port charges: Tonnage dues on cargo in and out, coal, 
general, stone, timber, 8d; wool, 2s per ton; frozen sheep 
and lamb, Id per carcas ; frozen rabbits and hares, 3s per 
ton; other cooled goods. 3s per ton on gross deadweight 
These charges in lieu of port dues, pilotage and berthage. 
Warps are charged J^d per ton reg. per day for first 7 
days at wharves, and if elsewhere Id per ton reg. per rope 
per day, maximum, at discretion of harbor master. 

Accommodation: Breakwater harbor, commodious and 
safe for vessels of 8,000 tons. There is a railway con- 
necting with all chief ports in Middle Island. The cranes 
in use have a capacity of 7 tons. Area inside breakwater, 
60 acres. Depth at quays, 28 feet. Depth of basin, HWST. 
23 feet. 

Imports: Manufactured goods, tirnber, coal. 

Exports: Frozen meat, wool, grain. 

Digitized by V^OO.Q IC 





Position: Latitude 14 degrees 37 minutes north, 
longitude 92 degrees 10 minutes west. 

Population: 1,200. 

Imports: General merchandise. 

Export: Coffee. 

Accommodation: This is an open roadstead, sandy 
bottom. Vessels anchor in about 6 fathoms of water, 
about "44 of a mile from shore. Launches are hauled in 
by means of a cable. 

Entrance and Clearance Fees: $25 (U. S. Gold). 


Island of Sumatra, Dutch East Indies 

Position: Latitude 5 degrees 35 minutes north, longi- 
tude 95 degrees 45 minutes east. 

Port Charges: Every ship is charged 16c per cub. 
metre every six months. 

Accommodation: Vessels anchor in 5 fathoms to dis- 
charge cargo, about one-quarter of a mile offshore. 
There are no quays or docks. There are cranes on two 
jetties for receiving cargo. 

Exports: Gold, pepper, betel-root, camphor. 



Population: 11,000. 

Pilotage: Not compulsory. 

No stevedoring. Owners do own loading and unloading. 

Accommodation: 1,000 feet; ample. 

On account of there being no large steamship companies 
operating at this port, data of imports and exports, 
which consist mostly of merchandise carried by the small 
companies listed below between this port and down-sound 
points, is difficult to obtain. About 300,000,000 feet of 
logs are towed out of here annually. Lack of provision 
for harbor depth works a hardship on this city. 

List of wharves: Percival's Dock, local passenger and 
freight traffic. Standard Oil Dock, sufficient berthing 
space for coast-wise vessels. McCleary Timber Co. 
Wharf, lumber wharf, with large space for storage, no 
storage warehouse. City Wharf, designed for local passen- 
ger and freight traffic, small storage warehouse. 

Merchants Exchange : Olympia Chamber of Commerce. 

List of charges: Towage, nominal. Anchorage, none. 
Wharfage, 25 cents, general merchandise; minimum 10 
cents. Stevedoring, no fixed charges. Cartage, 50 cents 
per ton average. Coaling, none. Water, 50 cents per 

Industries adjacent to shipping: Sawmills, lumber 
manufacturing plants, oyster packing plants, shipbuilding 

Tug Companies: Olympia Tug & Barge Co., Young 
Tow Boat Co. 

Steamer Lines: Olympia-Tacoma Navigation Co.. Shel- 
ton Transportation Co., Merchants' Transportation. 

Railroad Connections: Northern Pacific, Oregon-Wash- 
ington Railroad & Navigation Co. 



Position: Latitude 34 degrees 41 minutes north, longi- 
tude 135 degrees 25 minutes east. 

Population : 1,463,500. 

On banks of Yodogawa River, emptying into Bay of 
Osaka, across from Kobe, with which it is connected by 
several lines of steam and electric railways. Does not 
offer as good shippinpr facilities as Yokohama and Kobe, 
though much of the lighter steamship traffic enters. 

Authority vested in Municipality. 

Imports: Rice, beans, hides, raw cotton, manures, iron, 
hemp, China grass, timber, phosphorite, coal, refined sugar. 

Exports: Cotton tissues, papers, cement, refined sugar, 
sake, fruits, timber, cotton yarn, iron, matches, glass, pot- 
teries, hosiery groceries. 

Accommodation : Good anchorage (mud) 696 acres with 
29 feet depth at L. W. Harbor entrance 600 feet (at 
bottom) with 29 feet depth at L. W. Two 15-ton and two 
IJ^-ton floating cranes and four IJ^-ton wharf cranes. 
Steel landing pier, 1,500 feet long, projecting from front 
wharf, used only for mail boats. Vessels of 6,000 to 
7,000 tons can moor alongside two landing piers at Sakura- 
jima, where runs a branch line from the Osaka Central 
station. Three dry docks, 520, 288, 192 feet at the river 
Aji, belonging to Osaka Iron Works; two other docks, 
each 28 feet depth, at the river Kidzu, and four quays, 
1,200 to 1,500 feet with 29 feet depth at L. W. (one quay 
of 1,200 feet having half long 29 feet, other 33 feet depth 
at L. W.) are now under contemplation by the munici- 

Port Charges : No dues for coasters ; foreign trade, Gov- 
ernment dues 5 sen (21/2 cent) per ton, or 15 sen per ton 
annually; river dues (local government) 5.7 sen per ton. 
No dues for harbor and piers. Dues for buoys, 3-5 yen 
per day. 15-ton floating crane, 5 yen per hour; IJ/^-ton 
wharf crane, 1 yen per hour. Loading and unloading mer- 
chandise: between ships and lighters, 30-45 sen per ton, 
between lighters and wharf, 50-65 sen per ion; lighter 
age, 80 sen to 1 yen and 50 sen; Custom broker's cr^m- 
mission 70 sen to 1 yen for each application. Fresh 
water pumped on board, 28 sen per ton. 

Officials: British Vice-Consul, O. White; Director and 
Engineer-in-Chief, Department of Harbor and Docks, Dr. 
R. Naoki. 



Position: Latitude 43 degrees 12 minutes north, lon- 
gitude 141 degrees east. 

Population: 94,700. 

Accommodation : Harbor land-locked on three sides, and 
is partly protected by a breakwater on the east side. 
Coaling pier; general pier. There is a 5-ton crane for 
which 50 sen per day is charged. Government railway on 
the islands connects here. Depth at entrance 47 feet ; berth, 
24 to 38 feet; quay, 25 feet. 

Stevedoring: Rates similar to those at Muroran. 

Imports: Machinery, sugar, kerosene. 

Exports: Coal, timber, oats, onions, apples, peas, beans, 
potato starch, sulphur. 



Population: 4,000. 

Exports: Rice, sugar, copper, silver. 
Imports: Drygoods and miscellaneous articles, ma- 
chinery, drugs. 

L»adlnf Ship at Paeatmay*— Copyrighted by Underwood ft Underwood 

Digitized by ' 




The port of Pacasmayo is located on Pacasmayo cove 
at the mouth of the Jequetepeque River on what is called 
a fairly good roadstead with about 22 feet of water. Pacas- 
mayo is important because of its proximity to a rich agri- 
cultural district and is the ocean terminus of a railroad 
which reaches the agricultural and mineral lands of the 
interior. It is the regular port of call for the Peruvian 
steamship line, the Chilian coast line and the Pacific Steam 
Navigation Co., and vessels of the Panama-Valparaiso 
service. The pier has two tracks with two steam cranes of 
five tons capacity. Goods are transferred to pier by light- 
ers. Storms recently damaged the pier and washed away 
part of the equipment, but the Peruvian government took 
prompt steps to make the necessary repairs. 


Island of Sumatria, Dutch East Indies 

Position: Latitude 58 minutes south, longitude 100 de- 
grees 20 minutes east. 

Population: Malay, European, Chinese, estimated 25,000. 

Emmahauen is the port of entry. 

Pilotage, Compulsory: For ships, less than 100 M3 ton- 
nage free; for ships from 100 to less than 500 M3 tonnage 
f. 5; for ships from 500 to less than 1500 M3 tonnage f. 
10; for ships from 1500 to less than 2500 M3 tonnage f. 
20 ; for ships from 2500 to less than 3500 M3 tonnage f . 30, 

Port Charges: Tonnage or wharf dues, J^ cent per M3 
tonnage per 12 hours or parts thereof. Custom house fees 
not payable when ship is discharging at day time, except on 
Sunday. Customhouse fees on Sunday, f. 2 per hour, max- 
imum f. 20 for a whole Sunday from 6 a. m. to 6 p. m. 
Customhouse fees when ship begins or continues dis- 
charging after 6 o'clock p. m., f. 2 per hour, maximum 
f. 20 for a whole night from 6 p. m. to following day, 
6 a. m. 

Other Charges: Local harbor dues 3^ cents per reg. 
ton per day. Anchorage dues 16 cents per cubic meter or 
45^ cents per reg. ton per 6 months for the whole of the 

Stevedoring : Rates for loading cargo, glds. 0.80 per ton. 
Rates for discharging cargo, 1 guilder per ton. Overtime 
cost per hour, for European employes, 2 glds. per hour ; 
for native employes, 1 gld. per hour. Cost for general 
labor, for coolies, 0.95 glds. per day; for foreman, 1.25 
glds. per day. Lighterage, lighters loading about 40 to 50 
tons per load. Lighterage, cost per lighter per day, Glds. 
f. 5; overtime cost, Glds. 4.50 per day. 

Accommodation : There are four wharves for steamers 
and three small ones for sailing vessels. Draft of water 
at neap tides 26 feet and at spring tides 29 feet. 

Imports: Cotton, provisions, matches, iron and steel- 
ware, earthenware, glassware. 

Exports: Cassia, copra, mace, gum bejamin, gum 
damar, gambir, rubber, horns, hides, kapok, coffee, nut- 
megs, rattans, tobacco, wax, groundnuts, Kemirinuts, 
betel nuts, cocoanut oil, rice. 

Names of Importing and Exporting Firms: Messrs. 
Van Houten Steffan & Co.. N. V. L. E. Tals & Co.'s Han- 
del Maatschappy, Geo Wehry & Co., Padangsche Handel 
Maatschappy, Handels Compagnie Padang, Haacks & Co. 

Steamer Lines. Using the Port: Koninklyke Paketvaart 
Maatschappy, Stoomvaart Maatschappy, "Rotterdamsche 
Lloyd," Stoomvaart My. "Nederland," Ocean Steamship 
Co. Ltd., China Mutual Steam Navigation Co., Ltd. 

Consular Representation: United States, (Horace J. 
Dickinson, consul), England, Sweden, Norway. Belgium. 
China, Denmark, Germany, Austria. 

Cost of Water: When using ship's hoses, 1 guilder per 
cubic meter ; when using government hoses, 25 cents extra 
per cubic meter. 



Position : Latitude 5 degrees 5 minutes 2 seconds south, 
longitude 81 degrees 7 minutes 12 seconds west. 

H arbor of Palta — Copyrighted by Underwood ft Underwood 

Population: 3,000. 

Pilotage: Not compulsory. 

Port Charges: Tonnage dues, S/0 20 per registered ton, 
payable every six months, good for the whole coast. Lij^ht 
dues, S/0 02 per reg. ton. Other charges, captain of port's 
fees, S/5. 

Stevedoring: Rates for loading cargo, S/0 45 per hour. 
Rates for discharging cargo, S/0 45 per hour. Overtime 
cost per hour, S/0 60. Cost per hour for general labor, 
S/0 45. Lighterage, cost per ton, as per special tariff. 

Accommodation : No docks or wharves. The Paita bay is 
one of the finest on the coast and has a good anchorage 
in from 5 to 20 fathoms. 

Imports : General merchandise. 

Exports: Cotton, hides, goat skins, cotton seed, Panama 

Names of Importing and Exporting Firms: Duncan. 
Fox & Co., G. Artadi & Co., Milne & Co., Seminario & 
Co., F. E. Helguero. 

Steamer Lines Using the Port: The Pacific Steam 
Navigation Co.^ The Compania Sud Americana de Va- 
pores, La Compania Peruana de Vapores y Dique between 
Chile and Panama, The Nautilus Steamship Co. from 
Liverpool, the Merchant Line from New York. 

Consular Representation: United States, Great Britain, 
France, Italy, Belgium, Holland and the South American 

The Central and South American Telegraph Co. has a 
station at this port. 


Society Islands 

Population: 5,000. 

Pilotage: Under 400 tons, first 100 tons, 8fr per 10 tons. 

then 7fr per 10 tons; over 400 tons, first 100 tons 6fr, then 

3fr per 10 tons. Moving ship, 20fr. Sanitary dues, ISc 

per ton. 
Port Charges: In and out, inclusive. Wharfage, ships 

over 100 tons 14fr per day. Light dues, 0.375fr per ton- 
Accommodation : Safe harbor, reef-locked basin with 

wharfage and sheds. Wharf accommodates one steamer of 

7.500 tons. No cranes. Slip for vessels up to 200 tons. 

Depth in channel, 13 and 14 metres in middle; at quay 

4 to 8 metres. Rise of tide, about one foot. 

Imports: Cereals, coal, timber, general merchandise. 
Exports: Copra, pearls, mother-of-pearl, fruit, vanilla, 

cotton, cocoanuts, beeswax, oranges, lemons. 


Island of Java, Dutch East Indies 

Population : About 44,000. 

Position: Latitude 6 degrees 51 minutes 30 seconds 
south, longitude 109 degrees 43 minutes 40 seconds east. 

Vessels anchor about IJ2 mile off shore in 3}4 to 454 

Digitized by 





Straits Settlements 

Position : Latitude 5 degrees 24 minutes north, lon- 
gitude 100 degrees 21 minutes east. 

Population: 141,559 (census of 1911). 

Pilotage: Compulsory at present. 

Port Charges : Tonnage or wharf dues, inward at wharf 
25c per ton, outward at wharf 40c per ton. If steamers 
discharge in roads 10c per ton. Customs duties are only 
leviable on opium, spirits and tobacco. 

Stevedoring: Rates for loading and discharging cargo, 
25 cents per ton. Overtime cost, half night, $25 or $50 
per whole night. Cost per day for general labor, 80 cents. 
Lighterage, cost per ton, 35c on the average. Lighterage 
cost per lighter per day, $25. 

Accommodation : Length of wharf 1200 feet, depth of 
water 30 feet L. W. S. T. . 

Imports: General, piece goods, iron, cutlery. 

Exports: Tin, rubber, copra, tapioca and spices, arrow- 
root, cassava flour, cloves, coffee. 

Names of Importing and Exporting Firms: Adamson, 
Gilfillan & Co. Ltd., Boustead & Co., Guthrie & Co. Ltd., 
McAlister & Co. Ltd., Paterson, Simons & Co. Ltd., Sandi- 
lands Buttery & Co. 

Steamer Lines Using the Port : P. & O. S. N. Co. Ltd., 
O. S. S. Co. Ltd., China Mutual S. N. Co. Ltd, Shire Line, 
Glen Line, Ben Line, and Nippon Yusen Kaisha calling at 
Penang on voyages between the United Kingdom and the 
Far East, B. I. S. N. Co. Ltd. to and from India and 
Burma and occasionally to Australia; Indo-China S. N. 
Co. Ltd. and B. I. Apcar line, calling at Penang on voyages 
to and from India, China and Japan ; the Straits Steamship 
Co. Ltd., trading between Singapore, Penang and F. M. S. 
ports; the Koninklijke Paketvaart Maatschappy to Sum- 
atra and Java and occasionally to Borneo. 

Consular Representation : United States, Belgium, China, 
Denmark, France, Italy, Netherlands, Norway, Portugal, 
Siam, Sweden. 

Penang is the chief northerly port of the British Straits 
Settlements, and its commercial importance lies in the ex- 
cellence of the soil and the character of the climate. The 

rainfall amounts to 89.5 yearly. The main articles of ex- 
port are sugar, spices, rice and tin. More attention is being 
given the production of rubber, and a steady increase in 
exportation has been noted in the last few years. The 
principal merchants and- shippers are Chinese. 

PERTH (See Fremantle) 
Western Australia 

Position: Latitude 31 degrees 57 minutes south, lon- 
gitude 115 degrees 52 minutes east. 

Population: 92,138, including suburbs. 

Perth is the capital city of the state situated about 12 
miles above the port of Fremantle on the Swan river. 
Cargo for Perth is carried from Fremantle by lighters or 
via the railway. 



Population: 5,000. 

Pilotage: Compulsory; $40 C. Cy. each way. 

Stevedoring: Rates for loading and discharging cargo, 
$9 C. Cy. for loading nitrate per 1,000 quintals. 

Accommodation: Vessels anchor in about 14 fathoms 
half mile from shore; customs house pier with hand 
crane; 3 private piers; heaviest weight discharged, 3^ 
tons ; number of private moles ; government mole can 
discharge about 4,000 tons per day. 

Imports: Coal, general merchandise, residuum, petro- 
leum, bags, twine, iron, hardware. 

Exports: Nitrate of soda, iodine. 

Steamer Lines Using the Port: P. S. N. C, C. S. A. 
v., weekly service 


South Australia 

Position: Latitude 34 degrees 57 minutes south, lon- 
gitude 138 degrees 40 minutes east. 
Population: 225,000. 

KiRf William Street. Adelaide 

Digitized by 




This is the main port of South Australia, and lies seven 
miles from the city, but from it practically the whole of 
the shipping trade of the state is controlled. It is navig- 
able for vessels of large draft, and is jyradually being 
made one of the most up-to-date ports of the Common- 
wealth. The outer harbor is situated at Lights passage, 
and practically all the oversea companies are now util- 
izing this harbor. The entrance channel has a width of 
400 feet, which opens out into a swinging basin about 
3,500 feet long by 1,126 feet wide, the whole having a 
minimum depth of 30 feet ordinary low water spring tide. 
Two large cargo sheds, measuring 2,100 feet by 50 feet 
and 496 feet by 50 feet, respectively, have been erected. 
Turning to the inner harbor, it is found that there is some 
two and a half miles of wharves, with 10 feet to 27 feet 
at ordinary low water spring tide. A swinging berth 600 
feet long has been deepened to 23 feet, ordinary low water 
spring tide, opposite the northern end of the Ocean 
Steamers' wharf. A mooring berth, 700 feet long with 
a depth of 26 feet ordinary low water spring tide, just 
to the south of the swinging berth and on the west side of 
the river, is also available. Further wharfage accommo- 
dation is being provided. Here the only docking accom- 
modations are four patent slips, in private hands, capable 
of taking on vessels of 300 tons to 1,500 tons gross; also 
two cranes to lift about 30 tons each, the largest of these 
being 720 feet extreme length, 250 feet length of cradle, 
with a lifting power of 1,500 tons and draft on blocks, 
high water spring tide, forward 13 feet, after 20 feet 6 

As elsewhere in Australia, coaling facilities in Port 
Adelaide are excellent. The general method is for colliers 
to tie up to steamships and load straight into the ship's 
bunkers, although sometimes ships are bunkered from 
wharves at which coal is stored. Either method leads to 
rapid coaling operations. Charges and rates same as other 
Australian ports. 

Pilotage: Compulsory. Entering inner harbor, for first 
100 tons, £2/10/-, and V/id. for each additional ton reg. 
Maximum £12, inward or outward. For entering outer 
harbor, £8, inward or outward. 

Port Charges: Tonnage or wharf dues, J.2d. per ton per 
24 hours. Customs, duty charged on ship stores. Light dues, 
inward or outward, 3d. per ton register. Vessels discharg- 
ing part cargo, IJ^d. per ton registered tonnage. Berthage, 
^d. per ton reg. per day. Other charges, port, etc. 

Stevedoring: Rates for loading, 1/11 to 4/4 per ton. 
Rates for discharging, 1/6 to 5/6 per ton. Overtime 
charges per hour, 1/9 to 2/6. Cost per hour for general 
labor, 16d. up per hour. Lighterage, very rarely used. 

Accommodation: Ample wharfage with water alongside 
up to 32 feet deep. The channel to Port is 23 feet deep 
at low tide and 32 at high tide. At Port Adelaide there are 
about 25,000 feet of wharfage while wharves are also at 
outer harbor for vessels too large to visit Port Adelaide. 

Imports: Textiles, apparel, oils, machinery, implements, 
timber, motor cars. etc. 

Exports: Wool, hides, skins, wheat, flour, fruits, lead, 

Names of Importing and Exporting Firms : Elder Smith 
& Co. Ltd., Geo F. Harris Scarfe & Co. Ltd., Dalgety & 
Co. Ltd., Wm. Bickford & Sons, G & R Wills, J Marshall 
& Co. Ltd. 

Steamer Lines Using the Port: At present local and 
interstate; in normal times, all the leading lines running 
between Australia and Europe. No regular lines from 
America call here. 

Consular Representation : France, Belgium, Norway, 
Denmark, Mexico, Italy, Paraguay, Liberia, Switzerland, 
Peru, Japan, Brazil, Sweden, Netherlands, United States, 
(Henry P. Starrett, agent). 


Hawaiian Islands 

Position: Longitude 21 degrees 53 minutes 35 seconds 
north, longitude 169 degrees 36 minutes 22 seconds west. 

Population : About 250. Postoffice is Eleele. 

Port of Entry for Port Allen is Koloa. Deputy Collector 
T. Charge, George B. Leavitt. 

Harbor Master and Pilot of Port Allen, Capt. George 
B. Leavitt. 

Port Allen is officially listed as Hanapape Bay by the 
U. S. Corps of Engineers, and by the Postoffice Depart- 
ment. Eleele is the only port at which deep sea vessels 
can work on the Island of Kauai, the most western island 
of the Hawaiian group. Kauai is about 125 miles west- 
northwest of Honolulu, commercial center of the Hawaiian 

The port is located at about the center of the southern 
shore of Kauai, and Hanapepe Bay, which is really merely 
a bight in the seashore, is situated at the mouth of a small 
river of the same name. 

There are no wharves at Hanapepe Bay (or in fact any- 
where else on Kauai) at which large steamer or sailing 
vessels can lie, the only landings available being for row- 
boats, barges or launches. Depth of water in the bay is 
from 10 to 50 feet. • 

All vessels make fast while loading or discharging 
cargo, to large anchor buoys which have been put in by 
the Territorial Board of Harbor Commissioners and 
securely moored to the bottom. 

Deep sea steamers calling regularly at Port Allen include 
freighters of the Matson Navigation Company and Amer- 
ican-Hawaiian Steamship Company. The Inter-Tslands 
Steam Navigation Company's steamers call regularly twice 
a week from Honolulu. All these boats work cargo by 
means of small boats and lighters. 

Port Allen is an open and unprotected harbor. Two 
sailing vessels, the bark Ivanhoe and the schooner Prosper, 
have been wrecked in recent years in the season 
of kona storms, by dragging their anchors and going 
ashore. Both were total losses. A third vessel, the bark 
British Yeoman, was towed to safety by the lighthouse 
tender Columbine. 

The larger cargo vessels anchor in the open bay, usually 
mooring to heavily anchored buoys installed for their 
use. The sugar is transported to them in lighters and 
small boats. Even the small Inter-Island steamers are un- 
able to land at a wharf in Hanapepe Bay. They anchor in 
the bay and their freight and passengers are lightered 
to and from them. 



Population (1919), about 5,000. 

Latitude, 48 degrees 9 minutes north, longitude 123 de- 
grees 25 minutes west. 

Distances: Seattle, 78 Miles; Victoria, B. C, 17 miles. 

Depth of harbor: From 5j4 to 26 fathoms at mean 
low tide. Bottom soft gray and grreen mud. 

Harbor master: J. F. Franck. 

Mooring buoys: hfone. 

Customs representative: Deputy collector, Frank P. 

Immigration inspector in charge: Frank P. Fisher. 

Bonded warehouse: None. 

Customs Broker: R. A. Anderson. 

Stevedoring Charges: Lumber — sailing vessels, $1.50 
to $2.00 per 1,000 feet B. M.; steamers, $1.40 to $1.65 
per 1,000 feet B. M. 

Wharfage charges: 35 cents per ton. 

Docks, piers and wharves: Puget Sound Mills & 
Timber Co. Quay dock, lumber; deep water landing 
face, 800 feet; depth at low tide, 26 to 40 feet. Standard 
Oil Co. dock, 50x60 feet. City dock, public. Port 
Angeles Transportation Co., 220x300 feet; deep water 
landing face. 570 feet; depth of water at low tide, 15 
to 27 feet. People's wharf. People's Wharf Co., public, 
110x600 feet; deep water landing face, 560 feet; depth 
of water at low tide, 12 to 26 feet. J. O. Morse's dock 
(Pier 1), 54x300 feet: landing face. 204 feet; depth of 
water at low tide, 10 to 20 feet; this also is soon to 
become a public dock. Sieme-Carey Mill, lumber quay 
dock, 1,000 foot face, water at low tide, 25 to 45 feet. 

Steamship lines: Puget Sound Navigation Co., office 
People's Wharf, L. M. Johnson, agent; steamers Sol 
Due, Utopia, Waialeale. 

Digitized by 




Towboat companies: Albert T. Johnson Company, 
towboats and lighterage. 

Towing charges: For local towing, $1.50 per hour 
and up. Puget Sound Standard rates in effect. 

Crude oil in large quantities is kept on hand in oil 
tank cars by Chicago, Milwaukee & St. Paul railway. 

Fresh water cost: 30 cents per 1,000 gallons. 

Cartage charges: 35 cents to $1 per ton. Coal, bulk, 
$1 per ton. 

Railroad connection: Chicago, Milwaukee & St. Paul 
railway line reaches and serves all docks. For distance 
shipments, car ferry is operated between Port Towns- 
end and Seattle by C. M. & St. P. raiFway. 

Industries adjacent to shipping: Puget Sound Mill> 
& Timber Co., exporting lumber and shingle mills. 
Little River Logging Co., logging railway and log 
pier. Filicn Mill & Lumber Co., lumber and shingle 
mills. W. G. Martin & Co., sash, door and furniture 
factory. Crescent Boxboard Co., boxboard. Angeles 
Mill CO., shingles; Union Fishermens Fishing & Pack- 
ing Co., salmon cannery, cold storage, frozen, mild 
cured, canned and salt fish. 

Government officials: Acting assistant surgeon, U. S. 
Marine Hospital and Public Health Service, Dr. F. T. 
Hyde; weather bureau signal displayman, L G. Sutton; 
British vice consul, James B. Jackson. 

View 0f city and Harbor of Pert Arthur 

Copyrighted by Underwood & Underwood 



Population : 26,992. 

Port Arthur has ceased to be of much importance, 
Dairen having taken its place as a commercial port of 
prominence. A few of the smaller ships only make it a port 
of call. The port was opened to foreign trade July 30, 1910, 
having been closed after the signing of the treaty of Ports- 
mouth. The chief imports are provisions, and the only 
export of consequence is Fushan coal. The harbor has a 
narrow entrance, with a considerable depth on the east 
side. There is a dry dock, a shipyard, and several iron 

Pilotage: Compulsory. Rates, vessels under 1,000 gross 
tons, 5.00 yen for one entrance and clearance; 1,000 to 
2,000, 10.00 yen; 2,000 to 3,000, 15.00 yen; 3,000 to 4,000 
20.00 yen ; 4,000 to 5,000, 30.00 yen ; 5,000 and over, 40.00 
yen. Sailing vessels pay an additional 50%. Half pilotage 
rates for changing berth. Gross tonnage is reckoned as 
six-tenths of displacement tonnage of a vessel. 

No harbor dues. 

Accommodation : Open harbor about 460 yards long, and 
about 320 yards wide, with depth of 18 feet at low water. 
Ice free the year round. 

PORT CURTIS (See Gkdstone) 
Queensland, Australia 


South Australia 

Position: Latitude 12 degrees 28 minutes 22 seconds 
south, longitude 130 degrees 50 minutes 26 seconds east. 

Pilotage : Not compulsory. Harbor master boards vessels 
off East Point. 

Port Charges: Light dues, Ij^d. ton of reg. tonnage 
for vessels arriving and departing, foreign; vessels ar- 
riving and departing, inter-colonial. Id. ton. Jetty 6/ ton, 
from ship to customs sorting shed. Noting protest, 21/; 
entering and clearing, 21/ each; com. on disbursement, 
2J^% to 5% ; obtaining freights, 2^ to 5. 

Accommodation : Good, well-sheltered harbor, and easily 
entered. The entrance is 1J4 miles wide, with a depth of 
10 to 12 fathoms ; depth at wharf, low water, 4 fathoms. 
Depth at railway jetty, inner end, 22 feet LWST, outer 
end 36 feet LWST. Traveling crane, capacity 20 tons. 
Fresh water laid on, 10/ per 1,000 gallons. No dry docks. 

Imports: Tobacco, textiles and manufactured fabrics, 
oils, fats, waxes, machinery, earthenware, cements, china, 
glass, stoneware. 

Exports : Gold, silver, tin, copper, wolfram, hides, horns, 
mother-of-pearl shell, beche de mer, mica, cattle, wool, 
fish, sheep. 


Sydney, New South Wales, Australia 

Port Jackson is the most commodious and secure 
harbor on the east coast of Australia. After passing 
through the Heads, the harbor can be reached by either 
the East or West channels. The depth of water in the East 
channel at low water spring tides is 40 feet, and that of 
the West channel, now being dredged to the same depth, 
21 feet 6 inches, and rise and fall at spring tides six feet, 
so that vessels of the largest capacity can come in safely 
at all times. After passing the channels vessels can 
navigate in 40 to 50 feet of water. 



We«l f«r Export— Copyrighted by Underwood & Underwood 

Digitized by ' 




Jenst' Bay, Sydney 

Sydney wharves are divided into public, or government, 
and private owned wharves. There are five public or gov- 
ernment wharves, viz. : Circular Quay, Darling Harbor 
Wharf, Prymont Jetties, Cowper Wharf, and Admiralty 
Wharf. The private wharves are in the bight between 
Dawes and Miller's points, and extend up Darling Harbor ; 
they comprise Walker's, Parburys, Saywell's, Dalton's, Dal- 
gety's, Central, Town's, Moore's, Adelaide, Smith's, and 
Grafton wharves, Mcllwraith's and Russell's. The Circular 
Quay Wharf is the most central in Sydney; it is the prin- 
cipal government wharf, and almost entirely covers that 
part of the harbor known as Sydney Cove. It covers a 
frontage of half a mile. Portions of the wharf are leased 
to the Ocean Steamship Companies. There are wharfage 
accommodations of 55,000 feet or for 30 ships, and 12,000 
feet are under construction, and vessels of as much as 
5,000 tons displacement can be berthed at any time. The 
average depth of water is 30 feet. 

Cowper's Wharf is situated in Woolloomooloo Bay, and 
has a frontage of 980 feet; depth of water, 18 feet. It is 
used mostly for the coal, timber and blue metal trade. 
Vessels can discharge now along the east and west sides 
of Darling Harbor, and at the south end is Darling Harbor 
Wharf, which is close by the railway terminus. The wharf 
is 1,260 feet in length, depth of water about 20 feet. 

Every facility is to be obtained at Sydney for repairing 
vessels of any size or description, with abundant supplies 
and stores of every kind. 

Position : Latitude 33 degrees 52 minutes 41 seconds 
south, longitude 151 degrees 14 minutes 42 seconds east. 

Population: 777,300, including suburbs. Distance from 
Liverpool 11,974 miles. 

Time allowed for discharging: Free lay-days, during 
which vessels fully-laden, discharging their cargoes at any 
public or private suflFerance wharf, are exempt from the 
payment of tonnage rates: For vessels not exceeding 100 
tons register, 2 days ; exceeding 100 tons and not exceeding 
200 tons register, 4 days; exceeding 200 tons and not ex- 
ceeding 300 tons register, 6 days; exceeding 300 tons and 
not exceeding 400 tons register. 8 days, and for every ad- 
ditional 100 tens, or fractional part of 100 tons, 1 day,- 
excluding Sundays and public holidays in every case. A 
proportionate number only of the above free lay-days will 
be allowed in the case of vessels part laden. 

Pilotage: Compulsory. Rate 2^d. per net reg. ton 
for first 5,000 tons and Id. for each additional net ton, in- 

wards or outwards. Arriving or departing in ballast half 

Port Charges: Light Dues, State, N. S. W. Harbor 
and Light Rates are 4d. per ton on net reg. pay- 
able every six months. Commonwealth ; in addition to 
the State Dues, Commonwealth Lighthouse rate @ 9d. per 
ton on net reg. is payable which exempts vessel from 
further payment for 3 months irrespective of the number 
of ports the vessel calls at in the Commonwealth during 
this period. Sydney may not be the first port of call in the 
Commonwealth and in that case Commonwealth Light 
Rates would be paid at first port of call. Water, 21- per 
ton from water boat and 21- per 100 gallons taken at 
wharf. Cost of ballast, loading, 2/6 per ton. Cost of re- 
moving ballast ranges from 3/- to 4/- per ton. 

Tonnage of wharf dues ; ^d. (one eighth of a penny) 
per ton gross for period of six hours. Wharfage dues on 
cargo imported 3/- per ton measurement of 40 cubic ft-, 
4/- per ton dead weight payable by consignees. If cargo 
is for transshipment at Sydney, only 6d. (six-pence) per 
ton is charged if paid within 48 hours of arrival of cargo. 

Stevedoring and Lighterage, Rates for loading cargo: 
Wool, l/9d per bale; other bale carpjo, 21- per bale; gen- 
eral merchandise, 4/- per ton ; weight or measurement- 
Rates for Discharging Cargo, timber 2/9 per 1,(X)0 feet 
super, general merchandise 2lZ per ton ; weight or meas- 
urement. Overtime — Cost per hour, half ordinary rate 
extra, 2/7j^d per hour; Mealtime rates, 21- per hour from 
time of commencement of the man's meal hour until he is 
relieved; Holidays, 3/6d per hour; Cost per Hour for 
General Labor, l/9d per hour; Lighterage, cost per ton, 
individual packages : Under 2 tons, 3/6d per ton weight or 
measure; Over 2 tons weight, special arrangement; De- 
murrage is charged at the rate of 3d per ton per day; 
Minimum charge, 50 tons; Lighterage, cost of lighter per 
day, 15/- per 100 ton deck lighter per day; towage to be 
paid by hirer; Ships discharging in stream — ships to pay 
for time running men to and from work and traveling ex- 
penses ; Other charges, sorting and stacking — to be paid by 
consignee; Oversea, general rate lOd per ton weight or 
measurement; Interstate, general rate, 1/- per ton, weight 
or measurement. 

Steamer Lines Using the Port 

(Overseas) : Orient Line of Royal Mail Steamers, Lon- 
don ; P. and O. Steam Navigation Company, London ; 
Canadian-Australian R. M. Line, Vancouver; Union 
Steamship Company's R. M. Line, San Francisco; Mes- 
sageries Maritime Cie, Marsailles; Royal Packet Naviga- 
tion Company (Dutch Line), Batavia; Australian Oriental 
Line, China ; Oceanic Steamship Co., Ltd., San Francisco ; 
New Zealand Shipping Co. Ltd.; Osaka Shosen Kaisha, 
Japan ; The Ellerman and Bucknall S. S. Co., Ltd. ; 
Nippon Yusen Kaisha, Japan; Burns Philp & Co., Ltd's R. 
M. Line, India & Pacific Islands ; American and Australian 
Line, America (N. Y.) ; Commonwealth Line, Common- 
wealth and Dominion Line, Liverpool and New York ; 
White Star Line (Liverpool), Liverpool; White Star Line 
(Aberdeen), London; Federal and Shire Line of Steamers, 
Manchester, Liverpool and Bristol; Luckenback Line, 
America; Cunard Line, Liverpool and New York; The 
Trans- Atlantic S. S. Co., Ltd., Gothenburg; United States 
and Australasia S. S. Co., America; Ocean Transport Co.. 
Ltd., Japan; British India S. S. Co., India; Eastern and 
Australian Line, China and Japan; Blue Funnel Line, 
Glasgow; P. and O. Branch Line, London. 

The vessels of all these lines call at intermediate ports. 

Pilots detained in quarantine will be paid i\ per diem, 
8s. of which will be charged to the vessel, in accordance 
with Act 3, Wm. IV., No. 6, Sec. 6. 

Harbor removal dues : Vessels not exceeding 300 tons. 
i\ ; 300 to 400, i\ 5s. ; 400 to 500, £1 10s. ; 500 to 600, £1 15s. ; 
600 to 800, £2; 800 to 1,000, £2 10s., and an additional 
£1 for every additional 500 or part of 500 tons up to a 
maximum of 2,(XX) tons. 

Berthing Rates and Navigation Charges. 
Berthing rates are charged as follows: 
On vessels over 240 tons net register: 
(a) In respect of the first six days (exclusive of Sun- 
days and days observed in the public offices in Sydney as 

Digitized by 




holidays) after time of berthing J^d. for each ton of the 
register tonnage of the vessel up to 5,000 tons, and Vkd. 
for each ton over 5,000 tons for each complete day of 
24 hours or day of over 18 hours, or one-fourth, one-half 
and three-quarters of such rate for parts of a day of or 
less than 6, 12, and 18 hours respectively. 

(b) Tonnage in respect of each such subsequent day 
or part of a day, half the above rate. 

As most of the principal wharves vested in the commis- 
sioners are leased by them to shipping companies the ton- 
nage rates on vessels owned by, chartered by, or con- 
signed to the lessees are not charged as they accrue, but 
are accounted for in rent. To lessees so assessed a con- 
cession has been made according to which lessees can 
berth their vessels at one another's wharves free of ton- 
nage rates. 

Wharves that are not leased are regarded as "open" 
berths, and all vessels berthing thereat are charged ton- 
nage rates. 

Customs: Protective tariff. 

Names of Importing and Exporting Firms: S. Hoff- 
nung & Co. Ltd., Holdsworth, Macpherson & Co., A. Hor- 
dern & Sons Ltd., F. Lassetter & Co. Ltd., Nock & Kirchip 
Ltd., Scott Henderson & Co., Gilbert Lodge & Co., J. J. 
Sullivan Ltd., Henry Bull & Co., A. Cowan & Sons Ltd., 
Edwards Dunlap & Co., W. D. & H. O. Wills (Aus.) Ltd., 
Birt & Co. Ltd., Broken Hill Pty. Ltd., H. Jones & Co., 
W. Arnott Ltd., Bellambi Coal Co. 

Accommodation: Spring tides 5^4 feet; neap tides 4 
feet. The least water now found in the E. Channel is 40 
feet, at berths 18 to 35 feet, LWOST, Sydney is about 
4 miles from the Heads. Four graving docks, five float- 
ing docks and three patent slips. Cranage accommodation 
at various wharves with lifting capacity up to 160 tons at 
H. M. Docks. There are a number of wharves fitted out 
in the port with cranes for loading coal, also a number 
of berths fitted with gantries for loading of wheat. 

Imports: Steel, galvd. iron, galvd. pipe, black pipe, 
timber, motor cars, tools of trade, machinery, tobacco, 
spirits, drugs, chemicals, rubber, metal manufactures, 
cinematographs, pianos, clocks, watches, yarn, canvas and 
duck, carpets, cordage and twines, books, boots and 
shoes, sewing machines, wearing apparel, rosen, varnishes, 
paints, oils, glass, paper, nail wire, fence wire, motor 
goods, phone goods, piece goods, tinned fish, barley, maize, 
cocoa and chocolate, hardware. 

Exports: Wool, wheat, flour, leather, hides, skins, tallow, 
gold, silver, concentrates, lead, copper, molybdenite and 
other ores, tin, wolfram, coal, coke, glue pieces, glycerine, 
timber, meats, bacon, hams, rabbits, potatoes, biscuits, 
butter, cheese, jams, jellies, wines, dried fruit, horses. 

The export of wheat is at present controlled by the 
Australian Wheat Board and wool by the Central Wool 
Committee acting for the Commonwealth Government. 


(All Sydney except where stated otherwise.) 

Argentine Republic, South America: Consul General 
in Australia, J. T. Tillock, J. P., corner Liverpool and 
Kent Sts. 

Belgium. Maurice Watteeuw, Consul, 14 Castlereagh St. 

Brazil: E. W. T. Dunn, Consul General, 3 Spring St. 

Canada: B. Millin, J. P., commercial agent, corner 
Pitt and Bridge Sts 

Chile : Wm. Brown, Consul, 4 O'Connell St. 

China: T. K. Tseng, Consul General, Melbourne, Vic- 

Columbia Republic (of South America) : Carlos H. 
Simmonds, Consul, 188 Castlereagh St. 

Cuba: Alfredo L. E. Y. Reyes, Melbourne. 

Denmark: Otto Wadsted, Consul, W. E. Hawkins, 
Acting Consul, 88 Pitt St. 

Ecuador: James Clark, Consul, 59 Pitt St. 

France: A. Chayet, Consul General; George Step, 
Chancellor; Bond St. Chambers, 2 Bond St. 

Greece: S. S. Cohen, Consul General, Sydney. 

Honduras : Frederick Walsh, J. P., Consul General, cor- 
ner George and Wynyard Sts. 

Italy: Dr. C. B. Marno, C. A., 233 Macquarie St. 

Japan: S. Shimizu, Consul General in Australasia; £. 
Amau, Vice Consul; K. Naito, Chancellor; E. W. Foxall, 
English Secretary, Twyford Chambers, 17 Castlereagh St 

Netherlands: H. J. W. Huber, Consul; N. H. Paling, 
Vice-Consul; 56-58 Hunter St 

Nicaragua: Vesey R. Gosche, J. P., Sydney. 

Norway: M. Arne Scheel, Consul General; Olav E. 
Pauss, Consul, 38 Pitt St. 

Panama Republic: Hon. A. Coote, Athenaeum Club, 14 
Moore St. 

Paraguay: F. A. Royle, J. P. (N. S. W., Victoria and 
Queensland), Consul General; C. B. Boucher, J. P., Vice 
Consul; Royal Chambers, Bond St. 

Peru ; Senor J. M. De Macedo, Consul General for Aus- 
tralia. John M. Paxton, J. P., Consul, 4 Daley St. 

Portugal : F. W. Clarke, Consul, 58 Margaret St 

Russia: T A. Welch, Consul, 85 Clarence St 

Spain : T. J. Dalton, Hon. Vice Consul, 525-7 Kent St 

Sweden: Hon. S. T. Von Goes, Consul in Chief to 
British Australasia. J. H. Andersson, Vice Consul; I. 
Maclntyre, private secretary, The Albany, Macquarie St., 

Switzerland: M. Rutty, Consul, 58 Margaret St 

United States : Joseph I. Brittain, Consul General of the 
United States of America. Eli Taylor, Vice Consul, Mu- 
tual Life Bldg., 14 Martin Place. 

Venezuela : J. M. Paxton, J. P., Consul, 4 Daley St 

Sydney Harbor Trust Wharfage Rates 

The commissioners shall demand, collect and receive, 
subject to the exemptions and deductions hereinafter in 
this Act specified, inward and outward wharfage rates to 
be fixed as hereinafter provided, upon all goods : 

(a) unshipped from any vessel berthed at a wharf, dock, 
pier, jetty, landing stage, slip, or platform in the port, 
vested in the commissioners; or 

(b) received on any such wharf, dock, pier, jetty, land- 
ing stage, slip, or platform, for shipment on a vessel. 

The following exemptions, refunds, and deductions shall 
be made and allowed: 

(a) Goods of His Majesty and passengers' luggage shall 
be exempt from all wharfage rates. 

(b) Goods unshipped from any vessel to any other vessel 
for conve3rance to another port shall not be subject to 
inward or outward wharfage rates if a transhipment entry 
in respect thereof is duly passed at the custom house 


^jL^- ix^^^^^r-^ii^^^i^p 


^^^H^^. . / . «Ki£i-^9"^B 


te ^SBS^^^^^^S 



circular Qusy at Sydney— Copyrlgbted by Underwood ft Underwood 

Digitized by 




within 48 hours after the time at which the discharging 
vessel has reported at the custom house ; but in the case of 
vessels engaged in the state or interstate coastal trade, 
and in respect of which transhipment entries are not so 
passed as aforesaid, it shall be a sufficient compliance 
with this paragraph if such entry is, within the said time, 
lodged with the commissioners. 

(c) Any amount paid as inward harbor rates on any 
goods may be deducted from any inward wharfage rates 
payable in respect of the same goods. 

(d) Any amount paid as outward harbor rates on any 
goods may be deducted from any outward wharfage 
rates payable in respect of the same goods. 

(e) Where outward wharfage rates are paid on goods 
received for shipment but not shipped, the commissioners 
may refund the amount so paid. 

(f) The commissioners may exempt any goods or classes 
of goods from inward or outward wharfage rates, and may 
reimpose and fix, under this Act, wharfage rates on such 

The commissioners shall, by regulations which they are 
authorized with the approval of the Governor to make, fix 
the amount of such wharfage. 

Such wharfage rates, whether inward or outward, may 
be by weight or measurement, in the discretion of the com- 
missioners, but inward wharfage rates shall not exceed 
four shillings per ton by weight or three shillings per ton 
of 40 cubic feet measurement, and outward wharfage rates 
shall not exceed half that sum. 

Fixed rates may also be imposed by such regulations 
on specified articles or packages, and in such case the rate 
on any article or package shall be so as not to exceed the 
maximum rate above prescribed by weight or measure- 
ment, whichever is the larger. 

Provided that a minimum rate, not exceeding three- 
pence, may be fixed for any article. 

Towards meeting the expenditure annually incurred in 
dredging, lighting, improving and maintaining the Port 
of Sydney, the commissioners may demand, collect, and 
receive inward harbor rates on all goods brought by sea 
into the said port, and outward harbor rates on all goods 
shipped on any vessel in the said port; 

Provided that goods of His Majesty and passengers' 
luggage shall be exempt from such rates. 

The inward harbor rates on any goods shall not 
exceed the inward wharfage rates which would be payable 
on the same goods if unshipped from a vessel berthed at a 
wharf of the commissioners. 

The outward harbor rates on any goods shall not ex- 
ceed the outward wharfage rates which would be payable 
on the same goods if received on any wharf vested in the 
commissioners for shipment on a vessel berthed at any 
such wharf. 

Provided that on goods transhipped in the said port 
an amount, to be fixed by the commissioners, not ex- 
ceeding one-half of the inward harbor rates shall be 
payable, unless the goods are landed on a wharf or other 
place, and the transhipment does not take place within 
fourteen days after the landing, in which case double 
the amount so fixed shall be payable. On goods so tran- 
shipped no outward harbor rates shall be payable. 

Inward and outward harbor rates shall be paid by the 
owners of the goods as defined in the Sydney Harbor 
Trust Act, 1900. 

Inward harbor rates shall be paid before the landing^ 
or transhipment of the goods. 

Outward harbor rates shall be paid before the vessel 
leaves the port. 

If any such rates are not paid, the person liable to pay 
the same shall be liable to a penalty not exceeding ^ 

If default is made in the payment of harbor rates 
on such goods, the commissioners may retain and sell 
them or any of them, and, after reimbursing themselves 
for the payment of any customs duties, and any freight 
due on the goods, and any expenses of sale, shall retain 
and pay the said harbor rates, rendering, on demand, the 
surplus (if any) and such of the goods as are unsold to 
the person entitled thereto. 

The commissioners may, with the approval of the Gov- 
ernor, make regulations for the collecting of harbor rates 
under this Act and for carrying out the provisions of this 
Act in relation to such rates. 

The master of a vessel shall, before such vessel leaves 
the port of Sydney, lodge at the offices of the commis- 
sioners a true and complete outward manifest; and if he 
fails to do so he shall be liable to a penalty not exceeding 
100 pounds. 

The owner of every ship requiring a survey or cer- 
tificate under the Navigation Act shall pay for every such 
survey such sum as the superintendent appoints, not ex- 
ceeding the sums following, that is to say: 

For ships not exceeding 50 tons register, 2 pounds. 

For ships from 50 to 100 tons register, 4 pounds. 

For ships from 100 to 300 tons register, 6 pounds. 

For ships from 300 to 600 tons register, 8 pounds. 

Every additional 300 tons, an addition of 2 pounds. 

Maximum fee in any case, 20 pounds. 

The tonnage rates to be levied shall be at the rate of 
Yj penny for each ton of the gross tonnage measurement 
of the vessel for each complete period of 24 hours, and 
for periods of less than 24 hours at the rate of ^ of a 
penny for each period of six hours or part thereof. 

The latest publication of Lloyd's Register shall be 
evidence of the tonnage of all vessels mentioned therein. 

Provided that, where the certificate issued in respect 
of such survey is for a period of six months or less, not 
more than one-half the above sums shall be charged. 

Load I III Whwt— <3opjTliht«Kl by Underwood ft Underwood 


New Zealand 

Position: Latitude 43 degrees 36 minutes 42 seconds 
south, longitude 172 degrees 44 minutes 17 seconds east 

Population: Lyttelton, 4,058; Christchurch, 80,523. 

Pilotage: Compulsory. Charges on sailing vessels over 
100 tons reg., 3^d per ton inwards and 3j4d per ton out- 
wards; steamers over 100 tons reg., 2^d per ton inwards, 
2j/^d per ton outwards. No charge on second visit of same 
voyage. Towage: Sea towage, to a distance of 5 miles 
outside the Heads, or from sea 7 miles, rises, according to 

Digitized by 




View 0f Htrbor of Pert Lyttlaton 

tonnage, from 5 pounds sterling for 150- ton vessels to 26 
pounds for a 2,000-ton ship. Towage removals are pro- 
portionally low and vary from 1 to 9 pounds, according to 
tonnage. When towage from sea exceeds 7 miles outside 
the Heads an additional charge of 5 pounds per hour is 
made. Work inside harbor, 4 pounds per hour. 

Port Charges : 3d per ton reg. Intercolonial vessels not 
to exceed 1 shilling half-yearly. Coastal vessels, ninepence 
half-yearly. Berthage, ^d per ton reg. per day, with maxi- 
mum charge of three days, while a vessel remains in the 
inner harbor of the Port of Lyttleton. Li^ht dues, overseas 
steamers, 4d per ton net reg.; British sailers, 4d per ton; 
foreign sailers, 6d per ton: costal steamers, ^/4d per ton. 
Wharfage dues, general, 1/9 per ton (by weight or meas- 
urement) : Agriculture produce, 7^d per ton ; frozen 
meat, etc., 6d per ton; wool, lO^^d per bale; timber, 3^d 
per 100 feet superficial; coal, 9d per ton. Transshipment 
goods are free and re-shipped goods are also free of out- 
ward wharfage on declaration. 

Stevedoring: Rates for discharging general cargo work, 
including lime and cement in casks, 1/10; special cargoes in 
bulk, when in quantities of more than 25 tons in a ship, 
2/3; special cargoes in bags, when in quantities of more 
than 25 tons in a ship, 2/. Case oils, 2/ per ton. Loading : 
Mutton, 14/6 per 100 carcases; cheese, 20/ — per 100 
crates; wool, 1/3 per bale; grain, 1/10 per ton; general 
cargo, 2/3 per ton. Casks, tallow, pelts, etc., 3/ — per ton. 
Overtime cost per hour varies from 2/8 to 3/5 on fore- 
going class of cargo. 

Accommodation: A lighted whistling buoy is moored 
off the entrance to the port, situated ten cables from Gid- 
Icy Head and 7J4 cables from Adderley Head Two 

breakwaters, one 2,010 feet long and 40 feet wide, and 
the other 1,400 feet long. Area of water inclosed by 
breakwater, 160 acres. Depth of water in inner harbor 
varies from 20 feet to 33 feet at low tide. Vessels draw- 
ing 31 feet can leave at high water. Channel from Outer 
Harbor to entrance between moles, 29 feet at low water or 
33 feet at high tide. Rise of tide, 6}i feet; spring, 4J^ 
feet neap. Vessels of over 12,000 tons can enter and berth 
safely at several wharves. Berthage space for vessels 
within inner harbor served by railway lines: 8,485 feet, 
with 33 feet at low water, 2,225 feet with 28 feet at low 
water, 700 feet with 18 feet at low water. Goods con- 
signed to Christchurch or country stations are landed di- 
rectly into railway trucks, all jetties and wharves having 
tracks laid down upon them. Stores available for grain, 
benzine, kerosene. 

Imports: General merchandise, etc. 

Exports : Frozen meats, wool, grain. . 

Names of Importing and Exporting Firms : Forbes, Ltd.. 
Lyttelton, Dalgety & Co., Ltd., Quaine & Co., Ltd., Neill & 
Co., N. Z. Farmers' Co-operative Association, Ltd., Sar- 
goods Ltd., National Mortgage & Agency Co., N. Z. Loan 
& Mercantile Co., Kaye &j2arter Ltd., Edward Reece & 
Co., Ashby Bergh & Co., Whitcomb & Tombs, Ltd. 

Steamer Lines Using the Port: Federal & Shire S. S. 
Co. Ltd., N. Z. Shipping Co. Ltd., Shaw, Savill & Albion 
Co., Commonwealth & Dominion S. S. Co. Ltd., Union 
S. S. Co. Ltd., Huddart Parker Propy Ltd. Trade with 
United Kingdom, India, Canada and Australia. 

Consular Representation: United States, Denmark, 
France, Norway, Sweden. 

Distance to Christchurch, 7 miles. Connected by railway. 

Digitized by 




British Columbia 

Port Mann, 4.4 miles east of New Westminster, is the 
divisional point of the Canadian Northern Ry., where they 
have docks of sufficient depth to take care of ocean-going 
vessels. Freight between main line and Vancouver Is- 
land is handled by barge service between Port Mann and 
Patricia Bay. 


Victoria, Australia 

Position: Latitude 37 degrees 49 minutes 53 seconds 
south, longitude 144 degrees 58 minutes 32 seconds east. 

Accommodation: Minimum depth at low water 37 feet 
along line of leading lights in fairway and for 2,000 feet 
eastward; also for 700 feet westward of line. 

Pilotage: Charges same as Melbourne. 

Port Charges: Same as Melbourne. 


South Australia 

Position: Latitude 33 degrees 11 minutes south, longi- 
tude 138 degrees 1 minute east. 

Population: 12,000. 

Pilotage: Compulsory. Charges^ £3 per 100 tons, per 
ton above 2d. maximum, il5 15s mwards and outwards. 
Mooring, £2 ; removals, £5 to £7 10s ; unmooring, £L Tow- 
age steamers, large tug, £15; small tug, £7 10s. 

Port Charges: Dues on vessels from beyond Aus- 
tralasian Colonies, 3d. per ton inwards and outwards. 
Commonwealth light dues, 8d. per ton for 3 months. 
Vessels from ports within colonics, Ij^ d. per ton, inwards 
and outwards. Maximum 6d. per ton for Port dues in any 
six months. Tonnage on sailing vessels 3d. per ton; 
steamers, l5^d. Loading and discharging general and bal- 
last, 1/2 to 1/6; frrain, 1/11 per ton; wool 1/2 to 1/3 per 
bale. Commonwealth light dues, 8d. per reg. ton for 3 
months, maximum, £150. 

Accommodation: Wharves are plentiful. Channel 250 
feet wide; depth at LWST. 18 feet, depth at berths, 18 
feet to 20 feet. 

Imports: Timber, coal, coke, general. 

Exports: Wheat, flour, ores (silver and lead). 

Rail communication with Adelaide, distance 169 miles. 


Queensland, Australia 

Position: Latitude 23 degrees 24 minutes south, lon- 
gitude 150 degrees 30 minutes east. 

Population: 21,000. 

Pilot Charges : Same as Brisbane. 

Port Charges : Berthage, l^d. per ton per day on net reg. 
State dues same as Brisbane. 

Accommodation: Anchorage, alongside wharf and at 
Port Alma (Keppel Bay), 37 miles from Rockhampton. 
Train conveys passengers' luggage and cargo to the city. 
Depth of water alongside Rockhampton Wharf, 18 feet 
at low water; at Port Alma Wharf, 27 feet at low water. 
Every facility is offered for handling any class of cargo 
at both these ports. 

Rockhampton is in the state of Queensland on the eastern 
coast of Australia*. The district surrounding Rockhampton 
embraces extensive mining and agriculture interests. The 
port handles a considerable quantity of the 200,000 tons of 
sugar produced yearly in the province. Abundant crops 
of pineapples, oranges, peaches, grapes, bananas, cocoa- 
nuts, mangoes, and plums are also grown. 


New South Wales, Australia 

Position: Latitude 32 degrees 42 minutes 30 seconds 
south, longitude 152 degrees 11 minutes 45 seconds east. 
Accommodation: Harbor of refuge, easily accessible. 
Port charges: Same as Newcastle. 


Straits Settlements 

Position: Latitude 3 degrees north, longitude 101 de- 
grees 23 minutes east. 

Population: Mixed; English, Chinese, Malay, Tamil. 

Pilotage: Not compulsory. 

Port Charges: None. 

Stevedoring: Rates for loading and discharging cargo, 
60 cents per ton. Overtime cost per hour, 15 cents 
per man. Cost per hour for general labor, per half 
day 60 cents. Lighterage, cost per ton, nil. Lighter- 
age, $15 per day for hiring lighter. 

Accommodation: No docks. One wharf 900 feet 
long with 30 feet of water at low water, ordinary 
spring tides. Three wharves each 100 feet long with 
10, 12 and 15 feet of water at low water, ordinary spring 
tides. Three sets of moorings are laid down for the 
accommodation of ocean steamers up to 550 feet in 
length of a depth of 30 feet. 

Imports: General merchandise and foodstuffs. 

Exports: Rubber, tin, copra, wolfram-ore. 

Names of Importing and Exporting Firms: Boustead, 
Hampshire & Co. Ltd., A. C. Harper & Co. Ltd., Har- 
risson & Crosfield Ltd., Guthrie & Co. Ltd., Planters 
Stores & Agency Co. Ltd., Paterson, Simons & Co. 

Steamer Lines Using the Port: Ocean Steamship 
Co. Ltd.. British India Steam Navigation Co. Ltd., 
Glen Line, Shire Line, Ben Line, Straits Steamship 
Co. Ltd., Osaka Shosen Kaisha, Eastern Shipping Co. 
Ltd., Ellerman Hall Line and City Line. 

Consular Representation: None. 



Position: Latitude, 48 degrees 8 minutes north, longi- 
tude, 123 degrees 6 minutes west. 

Population: 4,600. 

Depth of harbor: 40 to 60 feet. 

Harbor -master : C. H. Morrison. 

Mooring buoys: None. 

Customs brokers: Rothschild & Co. 

Docks: Three wooden wharves, capacity of each 500 

Oil Dock: Standard Oil Co., Depth of dock, 26 feet 

Railroad connection: C. M. & St. P. Ry., local line 

List of Charges 

Wharfage: 50 cents per ton. 

Cartage : 40 to 50 cents per ton. 

Anchorage : None. 

Towing and lightering: Same as elsewhere on Puget 

Stevedoring: Wheat, 30 cents per ton; lumber, $1.00 to 
$1.30 per M. board measure. 

Water: First 5,000 gallons, $3.00; after that. 14 cents 
per 1,000 gallons. 



Position: Latitude, 45 degrees 31 minutes 8 seconds 
north, longitude, 122 degrees 40 minutes 31 seconds 

Population: 335,000. 

At the entrance of the Columbia River, from survev 
of the United States Engineers, made December, 1918, 
there is now a depth at low water of over 40 feet for 
a width of 2.640 feet and protected by rock jetties. 
The main channel between Portland and the sea is 
constantly being improved and maintained by both 
the Federal Government and a locM municipal cor- 
poration called the Port of Portland. 

The Federal Government in 1903 adopted a project 
for maintaining a minimum depth of 40 feet at mean 
lower low waters for a width of not less than a half 

Digitized by 







Dock With Two Story Transit She d For S acked Grain 

— — AND ~ • ■ 

Open Docks For Bulk Cargo 


Portland Oregon 

Area Adaptable 



Municipal Grain Elevator Terminal 

mile at the entrance of the Columbia River and a mini- 
mum depth of 30 feet at zero in the channel of the 
Columbia and Willamette Rivers at Portland. 

The project depth at the entrance of 40 feet was 
attained and has existed continuously since 1916, 
as also the 30 ft. depth from the sea to Portland. 

Portland is situated 110 nautical miles east and 
south from the entrance to the Columbia River at 
the confluence of the Columbia and Willamette Rivers. 
The harbor is formed of the waters of the latter 
stream and has about 27 miles of shore line, along 
which the commercial houses and wharves are located. 
There is from 30 to 60 feet of water in the fairway, 
which is from 1,000 to 1,800 feet wide. No mooring 
buoys are necessary. The entire shore line is unusually 
well supplied with trackage facilities. At low water 
periods, the extreme rise and fall of the tide is from 
two to two and one-half feet. At high water periods 
there is no tide. 

Portland is peculiarly and advantageously situated 
with regard to the distance from and between it 
and other ports. Being at the head of ocean going 
transportation, large vessels are enabled to penetrate 
far into the interior of a rich producing country, and 
close to the originating points of the main staple com- 
modities of the Northwest. 

Columbia River Pilotage and Towage Rates 
Bar Pilots 

Competent pilots are available at all times boih at 
river entrances and at Portland. The pilots are super- 
vised by a state commission and fees limited by law. 

Steam vessels: The bar pilotage rates on steam 
vessels entering or leaving the Columbia River when 
the Port of Portland furnishes a bar pilot will be 
$1.50 per foot draft and 1 cent per ton net registered 
tonnage in each direction. 

The same rate to apply on sailing vessels not 
towed by the Port of Portland when their pilot is 

River Pilotage 

For piloting a vessel upon the river pilot ground 
between Astoria and Portland, whether ascending or 
descending, all vessels shall pay $1.00 per foot draft 
and l?/2 cent per ton registered measurement; and 
the board is authorized to prescribe a proportionate 
compensation for pilot service between other points 
on said ground or from one part of the dock to an- 
other part of the same dock; the charge therefor shall 
be a sum not exceeding $7.50 and the pilot shall on 
being thereunto requested by the master of the vessel 
be required to do such work for such compensation. 
Provided, however, it shall be optional with the master 
or person in charge of such vessel whether he accepts 
or demands the service of any such pilot; and if the 
master or other person in charge of any vessel declines 
to accept services of a pilot on the river ground afore- 
said, the vessel shall not be liable for pilotage. 

Vessels towed from the sea to Astoria and return 
only, will be charged 70 percent of the round-trip rate 
to Portland as named above. 

Oil barges, loaded, towed from the sea to Astoria 
only, will be charged 52^2 per cent of the round trip 
rate from the sea to Portland, as named above. 

Vessels entering the Columbia river in ballast and 
departing without cargo, and vessels entering for fuel 
or supplies for use of the vessel so entering, will be 
towed from sea to Astoria and return for 25 per 
cent of the rate charged from sea to Portland and 


The towage service between Portland and sea is 
operated by the Port of Portland Commission, a 
municipal corporation, and its public nature makes it 
possible to give service regardless of cost. Profit on 
this 'service is not expected or received. 

A public dry dock is operated by the Port of Port- 
land Commission. This dry dock is capable of handling 
vessels 500 feet long. It is sectional and more than 

Digitized by 




one vessel of the smaller class can be handled with- 
out interference. Plans are under way for an ad- 
ditional section to make a total of six sections with 
a total length of 550 feet. 

Towage rates quoted are for round trip, continuous 
ih each • direction, and subject to conditions of this 

All SaU Vessels 

between Sea and Portland, Oregon. 

Vessels of: Rate 

Up to 400 tons net re^ster $300.00 

401 to 550 tons net register 375.00 

551 to 750 tons net register 450.00 

751 to 1000 tons net register 550.00 

1001 to 1200 tons net register 600.00 

1201 to 1500 tons net register 650.00 

1501 to 1800 tons net register 700.00 

1801 to 2000 tons net register 750.00 

2001 to 2500 tons net register 800.00 

2501 to 3000 tons net register 850.00 

3001 to 3500 tons net register 900.00 

3501 to 4000 tons net register 950.00 

Between Sea and Following Points: 

Astoria, Knappton 70% of Portland Rate 

Westport, Stella, Mayger, 

Skamokawa 85% of Portland Rate 

Rainier, Prescott, Goble, Ka- 

lama 90% of Portland Rate 

St. Helens, Columbia City . . . 95% of Portland Rate 
Linnton, St. Johns. Vancouver. Same as Portland Rate 

Minimum round trip tow $250.00 to any point. Points 
not named take same rate as nearest point named. 

Vessels towed under provisions of this tariff and 
stopping or loading at more than one point, will be 
charged on tariff basis for tow from sea to point 
of first berthing, and on tariff basis from point of 
last berthing to sea; all intermediate moves to be made 
by the Port of Portland at charges consistent with 
distance, size of vessel and conditions existing at 
the time service is rendered. 

Moves in Harbor at Portland 

(Rates are for each tug used) 

Steamers and 

Power Vessels 
Under Over 
Qn;i;«r, IWO 1500 
bailmg Gross Gross 
Vessels Tons Tons 
Moves within area between 
Swan Island and O. W. R. 
& N. Bridge, or within 
area between Linnton and 
Swan Island, or within 
area between Hawthorne 
Ave. Bridge and Ross Is- 
land $20.00 $25.00 $35.00 

Moves from or to points in 
area between Swan Island 
and O. W. R. & N. Bridge 
to or from points below 
Swan Island as far as 
Linnton, or points above 
O. W. R. & N. Bridge as 
far as Ross Island, or 
moves in area between O. 
W. R. & N. and Haw- 
thorne Ave. Bridges .... 30.00 35.00 45.00 
Moves from or to area be- 
tween Swan Island and 
Linnton; to or from 
points above O. W. R. & 
N. Bridge as far as Ross 

Island 40.00 45.00 55.00 

The above rates do not apply on coastwise pas- 
senger steamers moved within the area between Port- 
land Flouring Mills and O. W. R. & N. Bridge. The 
\rge for this service will be $25.00 for each tug used. 

Motor or Auxiliary Power Vessels 

Vessels with auxiliary power will be towed or con- 
voyed, between sea and anchorage inside Columbia 
River, if vessel's power is used during movement, at 
rate of $125.00 for assistance in each direction. If 
towed without assistance of vessel's power, towage 
rate of sail vessels will apply. 

Vessels entering the Columbia River in ballast and 
departing without cargo, and vessels entering for fuel 
or supplies for use of the vessel so entering, will be 
towed from sea to Astoria and return for 25 per cent 
of the rate charged from Sea to Portland and return. 

Dry Dock Rates 
Steam or Power Vessels on Gross Tonnage 

First Lay 

Day Days 

cents cents 

per per 

ton ton 

Up to 999 tons 18 10 

1000 to 3999 tons 16 10 

4000 tons and over 14 10 

Sailing Vessels on Net Tonnage 

Up to 599 tons 18 10 

600 to 999 tons 16 10 

1000 tons and over 14 10 

Sea-Going Barges and Dismantled Ships 

Same rate as sailing vessels. 

Scows and Barges 

(Except Sea-going Barges and Dismantled Ships) 

First Lay 

Day Days 

100x25 or equal tc 2500 sq. ft. deck area.. $30.00 $10.00 

Over 2500 sq. ft. deck area 40.00 10.00 

1. Minimum charge for any vessel, except scows, 

2. Docking charges include use of dock for twenty- 
four hours from time deck of dock is above water. 
Twenty-four hours or less constitutes the first day. 

3. Twenty-four hours or more than five hours con- 
stitutes one lay day. Five hours or more than one 
hour constitutes one-half lay day. Minimum charge, 

4. Vessels in any class will have the advantage 
of the minimum charge in the next larger tonnage 

5. Cargo will be charged for at 50 per cent of 
tonnage rates. No charge made for ballast. 

6. In case a vessel is raised or lowered on Sunday 
or a holiday, or after working hours, a charge for 
overtime, labor and other additional costs will be 
made against the vessel. 

7. No charge will be made for vessels in Dry Dock 
on Sunday or holiday unless work is performed on 
the vessel, in Avhich case regular rates will apply. 

8. Wrecked or other vessels requiring extra block- 
ing will be charged for the additional labor and ma- 
terial required in preparing and clearing the dock; a 
charge will likewise be made for all keel and bilge 
blocks damaged by removal to effect repairs to a 

9. All bills are due and must be paid when vessel 
IS undocked. Berth rates: Waiting, free. Laying up, 
$1.00 per day per thousand gross tons or fraction 

Dimensions of Sectional Dry Dock 
(Five Pontoons) 

Length '. 468 feet 

Width between wings 82 feet 

Depth of water over keel blocks 25 feet 

Lifting capacity, tons dead weight 10,000 

lO^Ton Electric Derrick 

An electric derrick of 10 tons capacity, placed on 
the wharf at the west end of the dock, is available for 
lifting propellers, tail shafts, etc., and for other pur- 

Digitized by V^OOQ IC 



There is a small shop on the dock containing an 
electrically-operated air compressor, a radial drill, large 
blacksmith forge, lathe, shaper and other tools. 

Compressed air for operating air tools and 500 volt 
direct current, electricity for operating electric tools, 
will be supplied according to the accompanying 

The contractor or the ship must hire and pay the 
mechanics direct, as the Port of Portland does not 
do any repair work on vessels. 

Machine Shop Rates for Use of Tools 

Per Hour 

Blacksmith forge, without coal $0.50 

Electric derrick, with engineer while being used 

(minimum charge $5.00) 1.50 

Air compressor, based on number of tools 75c to 1.50 

Lathe 75 

Buzz planer 50 

Band saw 50 

Shaper 50 

Radial drill 50 

Hack saw 50 

Upright drill .50 

Above charges do not include the services of 

Water will be furnished at 30c per thousand gallons, 
with a minimum charge of $2.50. 

Vessels requiring the dock more than four weeks will 
be allowed to have same only by special arrangement 
with The Port of Portland Commission. 

Electricity will be charged for at current rates. 

Rules and Regulations 

1. All vessels requiring the use of the dock or 
wharves must furnish men to handle the vessel, and 
warp it into and out of the dock, also furnish all 
hauling lines, and lines to steady the vessel while 
being docked. 

2. All vessels using the dock or wharves must at 
all times keep the same clear of dirt and rubbish, and 
thoroughly clean, and sweep the dock before the vessel 
is floated. 

3. Sufficient stage planks, spauls and trestles to 
go around vessels while on the dock will be furnished 
by the dock on application to the superintendent. Ves- 
sels will be required to furnish all ropes for hanging 
stages. No ropes or chains of any kind will be fur- 
nished by the dock. Vessels or contractors may bring 
their own staging to the dock, but must remove same 
from dock and wharves upon completion of the works. 

4. All water closets and urinals on vessels shall be 
locked up or fastened securely, and not used while 
the vessel is in the dock under penalty of twenty 
dollars for infraction of this rule. In the event of 
any infraction of this rule, both the vessel and the 
owners shall be liable for said penalty, and the same 
shall be included in, and form a part of, the charges 
against the vessel and owners for the use of said dock. 

5. All vessels, while using wharves or docks, shall 
furnish and display lights during the night time, at 
each end of all gangways in use. 

6. All vessels lying at the wharves of the dry dock 
shall move at any time they are requested to do so 
by the superintendent or his representative. 

7. Vessels to be docked must be put on an even 
keel, abeam, and as nearly as possible on even keel 
fore and aft. This rule is imperative and vessels will 
not be docked unless it is complied with. 

8. Lockers will be furnished by the dock for the 
storage of tools and the mixing of paints and the 
keeping of same while vessels are in dock or at the 
wharves. But no kerosene, turpentine, naphtha, gasoline 
or other inflammable materials in quantity of more 
than five gallons will be allowed to remain in lockers 
or on the dock or wharves overnight. A duplicate 
key to each locker so in use will be given to an 
officer of the vessel or other person authorized to 
act for same. 

9. All staging and other gear of all kinds shall 
be put away and secured where ordered, before the 
vessels are floated. 

10. Any vessel desiring to work in the night time 
must give notice in writing before 3 p. m. of the day 
preceding the night during which it is desired to work. 


Wood shipyards in Oregon district showing number of ways, contracts, vessels launched and delivered for government, 
private account, and French interests: 


Coast Shipbuilding Company 

Columbia Engineering Works 

Feeney & Bremer 

Grant Smith-Porter 

G. M. Standifer Construction Corporation 

George F. Rodgers Company 

Kieman & Kern 

Foundation Company 

McEachern Shipbuilding Company 

Peninsula Shipbuilding Company 

Sommarstrom Shipbuilding Company 

St. Helens Shipbuilding Company 

Supple-Ballin Corporation 

Wilson Shipbuilding Company 
























i . 












, . 











Steel shipyards in Portland District with building berths at each, total contracts, hulls floated and those delivered in 

1917-18 are: 






Northwest Steel Comoanv 










Columbia River Shiobuildinfir Corooration 


AlbiiiA Elnorine & Machine ^^orks 


G. M. Standifer Construction Corporation, Vancouver, Can. 


Steel shipyards of the Portland territory have launched 345,700 tons in less than two years. 

Digitized by 




11. Vessels desiring to lie at the wharves of the 
dock to complete repairs, or for any other purpose, 
may be permitted to do so if the wharves are not 
otherwise occupied, upon making application in writ- 
ing to the superintendent and paying the proper charge. 

12. Vessels lying at the wharves or in the dock are 
strictly prohibited from dumping ashes or rubbish of 
any kind on or about the same. 

13. Electric wires must not be interfered with under 
any circumstances. 

i4. Keel blocks, bilge blocks or shores must be 
moved and replaced only under the supervision of 
the superintendent or his representatives and at the 
expense of the contractor. However, contractors for 
cleaning and painting will always be required to shift, 
and to clean and paint the vessel under all bilge blocks 
and shores unless forbidden in writing by the master. 

15. Any damage to the dock or wharves, or property 
connected therewith, caused by negligence or any other 
fault of the vessel, will be charged to the vessel. 

16. Any person employed on or about any vessel 
who shall fail or neglect to observe these rules or 
the orders of the superintendent, or shall use profane 
or indecent language, or otherwise render himself 
obnoxious, shall be immediately discharged and shall 
not again be allowed upon such vessel while in the 
dock or at the wharves of the Port of Portland. 

17. Vessels docked with ballast logs alongside are 
taken at the vessel's risk. The Port of Portland as- 
sumes no responsibility in such cases for damage to 
dock, ship or cargo. 

18. Scows shall vacate the dock upon order of the 
superintendent whenever the dock is required for other 
work, said scow to be re-docked without expense to 
owner except for lay days as provided by tariff covering 

19. When it is found necessary to raise a vessel 
again, after beginning to sink the dock, she will be 
charged lay day rates plus all additional expense cau- 
sed the dock therefore; provided, however, if the vessel 
is floated and it is necessary to inspect the keel and 
bilge blocks before she can be raised again, the charge 
will be 75% of regular docking rates (minimum $50) 
and all additional expenses. 

20. These rules and regulations are subject to change 
at the pleasure of the Port of Portland. 

Public Dock Conimission 

The Commission of Public Docks has available for 
new shipping facilities, with work being constructed 
now, $8,000,000. Construction is now under way for 
a first unit grain elevator of 1,000,000 bushels capacity and 
a pier 1,200 feet long with transit shed 1,200 feet m 
length and 180 feet in width. A second pier will also 
soon be constructed for handling, storing and shipping 
of lumber, structural steel and other bulk freight. 
Modern mechanical freight handling equipment will be 
installed on these piers. It is expected to have these 
waterfront facilities completed this year. This elevator 
and freight terminal is located about five miles below 
the center of the city and is below all bridges. The 
improvements outlined above and under construction 
will cost about $2,500,000. This terminal is to be known 
as the St. Johns Municipal Terminal. 

Harbor Protection 

The harbor of Portland is under the protection of 
an able and efficient day and night police patrol, act- 
ing under the direction of the harbor master. Two 
fire boats are always at an instant's call and minor 
fire-fighting equipment and life-saving devices, includ- 
ing pulmctor, are carried by the police launch. In all 
cases of necessity call Marshall 3084 or A 4010. 

Portland Wharves and Warehouses 
Commercial Wharves 

(Note: These wharves are listed in their order from 
north to south.) West Side Willamette River 15th 
St. Terminal: Between foot of 15th and 18th Sts., 
owned and operated by City of Portland. 

(a) Municipal Dock No. 1, 955 feet in length by 120 
feet in width, 300 feet of which has two levels. This 
dock is covered with a transit shed 935 feet in length 
and 1(X) feet in width; double track in rear the full 
length of the dock. 

(b) At the north end of the dock a slip 484 feet 
in depth by 120 feet in width, with an open dock 
along its south line the full length of the slip and 
60 feet wide. Double track along face of open dock. 

(c) Warehouse **A" in rear of dock at the south 
end, a one-story structure 190 feet by 200 feet. Be- 
tween the dock and the .warehouse is an electric con- 
veyor for transfer of freight between the two structures 
capable of handling grain in sacks, flour, canned goods, 
etc. This warehouse is served by tracks on two sides. 

(d) Warehouse "B" alcng the south side of the open 
dock, a one-story transit shed 330 feet in leng^th by 
176 feet in width. Double tracks in rear of the ware- 

The combined rail trackage facilities for the above 
terminal will accommodate 59 fifty-foot cars at one time. 

At the open dock along the slip there is installed 
a locomotive crane of a maximum lifting capacity of 
20 tons. 

For use on the quay dock and warehouse **B" there 
are provided four portable electric dock winches, each 
of a rated capacity of 31 horsepower; and for general 
use on the dock and warehouse two two-ton electric 
dock trucks. This dock is fitted with automatic 
sprinkler system and fire walls. 

Dock No. 1 and Warehouse **B" are equipped with 
a system of cargo masts by which ships gear can be 
supplemented to expedite the handling of cargo. 

North Bank Dock: Foot of 12th St.. owned and 
operated by Spokane, Portland & Seattle Railroad Co., 
1,000 feet long by 193 feet deep. Has covered transit 
shed 9Q0 feet long by 169 feet wide. Two-level dock 
throughout. Goods handled to second floor by an elec- 
tric elevator conveyor. Adjoins trackage of all rail- 
roads. Twelve tracks in rear of dock. Handles prin- 
cipally grain. 

Crown Mills Dock: Foot of 9th St., owned and 
operated by Crcwn Mills Co. 300 feet long by 140 feet 
deep. Used for manufacturing, storing and shipping 
flour and grain. Rail facilities. 

Mersey Dock: Foot of 8th St. Owned and operated 
by Balfour, Guthrie & Company, 300 feet long by 230 
feet deep. Used for general merchandise and grain. 
Rail facilities. 

Columbia Dock No. 1: Foot of Northrup St. Owned 
by Lewis Investment Cc. Operated by Kerr, GiflFord 
& Co. 300 feet long by 230 feet deep. Two-level dock. 
Transit shed 300 by 220 feet trackage entire length 
of dock. Handles grain only. 

Albers Bros. Dock Nos. 1, 2 and 3: Foot of Northrup, 
Marshall and Broadway Sts., 727 feet river dock front- 
age. Owned and operated by Albers Bros. Milling 
Cc. Grain and general cargo. Rail facilities. 

Ainsworth Dock: Foot of 3rd to 5th Sts. Owned 
by Union-Pacific Railroad Co. Operated by Oregon- 
Washington R. R. & N. Co. Total length 890 feet of 
which 298 feet is single level covered, 81 feet wide. 
Remainder is two-level covered, 96 feet wide. Used 
for general cargo. Rail facilities. 

Southern Pacific Dock: Foot of Davis St. Owned 
by Portland Wharf Co. Operated by Allen & Lewis 
and Shaver Transportation Co. 200 feet long by 80 
feet deep. Two-level dock covered. Used by river 
steamers and coasters. Rail facilities. 

Couch Street Dock: Foot of Couch St. Owned 
by Portland Wharf Co. Operated by Parr, McCormick 
S. S. Co. 260 feet long by 140 feet deep. Two-level 
dock, covered. Trackage connection on Front St. 
General cargo. 

Ukase Investment Co. Dock: Foot of Market St. 
Owned and operated by Ukase Investment Co. 300 
feet long by 100 feet deep. Single-level open dock. 
Used for lumber and open storage. 

Digitized by 




Municipal Dock No. 3, Pittsburgh St. Terminal: 
East Side Willamette River, between foot of Pitts- 
burgh and Alta St. A quay dock 540 feet long by 122 
feet in width, 100 feet of which is two-level. This dock 
is covered with a transit shed 440 feet in length by 
100 feet in width. It has rail connection and special 
freight handling devices. 

Portland Flouring Mills Dock: Opposite North 
Pacific Lumber Co. Mills. Owned and operated by 
Portland Flouring Mills Co. 560 feet long by 90 feet 
deep. Used for flour and grain only. Rail facilities. 

Oregon- Washington Dock: Opposite North Pacific 
Lumber Co. mills. Owned and operated by Union 
Pacific Ry. Co. 560 feet long by 120 feet deep. Single- 
level covered dock. Used for general cargo and grain. 
Rail facilities. 

Pacific Coast Elevator Co. Dock: Opposite Eastern 
& Western Lumber Co. Dock. Owned and operated 
by Pacific Coast Elevator Co. 560 feet long by 102 
feet deep. Single-level covered dock. Ballast dock 
adjoining 102 feet long by 90 feet deep. Used for grain 
exclusively. Rail facilities. 

Albina Dock: Opposite Eastern & Western Lumber 
Co, Dock owned by Oregon-Washington R. R. & N. 
Co. 560 feet long by 120 feet deep. Single-level covered 
dock. Used for grain exclusively. Rail facilities. 

Montgomery Dock No. 2: Foot of Russel St. 
Owned by Montgomery Estate. 550 feet long by 270 
feet deep. Single-level covered dock. Used for grain 
exclusively. Has complete modern equipment for 
graining, smutting, rolling and crushing of grain, manu- 
facture of chop feed and modern oat groat plant. Rail 

Irving Dock: Foot of Goldsmith St. 400 feet long 
by 140 feet deep. Single-level dock. Used for grain 
exclusively. Rail facilities. 

Globe Grain & Milling Co. Dock: Foot of Holladay 
Ave. Owned and operated by Globe Grain & Milling 
Co. 300 feet long by 140 feet deep. Two-level covered 
dock. Used for grain exclusively. Rail facilities. 

Southern Pacific Dock: Foot of Irving St. Owned 
and operated by Southern Pacific Co. 648 feet long 
by 42 feet deep. Single-level covered dock. Used for 
general cargo and storage. Rail facilities. 

Southern Pacific Dock: Foot of E. Davis St. Owned 
and operated by Southern Pacific Co. 1,200 feet long 
by 26 feet deep. Single-level open dock. Used for 
general cargo to and from cars. 

East Side Willamette River Municipal Dock No. 2, 
East Washington St. Terminal: Between foot of East 
Washington and E. Oak Sts. Owned and operated by 
City of Portland. A two-level quay dock, 526 feet 
long by 122 feet in width. The dock is covered with a 
transit shed 526 feet in length by 400 feet in width. 
Double track in rear the full length of dock. 

Both docks. No. 1 and No. 2, have cargo masts or cargo 
hoists, which are used either in connection with the 
ship's gear or in combination of the ship's gear and 
winches and for handling freight between the upper 
and lower levels of the docks. Electric elevators are 

This dock is fitted with automatic sprinkler system 
and fire walls. 

Spokane, Portland & Seattle Ry. Dock: Foot of 
East Madison St. Owned and operated by Spokane, 
Portland and Seattle Ry. Co. 200 feet long by 80 feet 
wide. Single-level open dock. Used for lumber and 
open storage. 

In addition to the above waterfront facilities, the 
City of Portland recently purchased a tract of 155 
acres near the North boundary of the City on the East 
Side of the Willamette River. It is proposed to develop 
the 75 acres adjoining the waterfront by constructing 
a system of piers, slips and grain elevators and it 
is the policy of the City to lease the 80 acres in rear 
of the proposed waterfront development to industries* 
which would be interested in being located adjoining 
deep water transportation facilities. The first units of 
this development consisting of the 1200 ft. pier and 

1,000,000 bushel grain elevator will be in operation this 

Private Commercial Wharves 

(Note: This list of wharves comprises those belong- 
ing to industries located among the commercial wharves 
of the port and which are made use of by steamers in 
loading cargoes direct from the industries. They are 
listed in their order from north to south.) 

West Side Willamette River 

Clark- Wilson Lumber Company Dock: Linnton. 
Owned and operated by Clark-Wilson Lumber Co. 600 
feet long by 125 feet deep. Open dock. Used by 
owners only for storing and handling lumber and in 
loading vessels from their own lumber yards. Rail 

North Pacific Lumber Co. Dock: One-quarter of a 
mile north of Nicolai St. Owned and operated by 
North Pacific Lumber Co. 640 feet long by 100 feet 
deep. Open dock. Used by owners only for storing 
and handling lumber and in loading vessels from their 
own lumber yards. Rail facilities. 

Eastern & Western Lumber Co. Dock: Foot of 
Nicolai St. Owned and operated by Eastern & Western 
Lumber Co. 640 feet long by 160 feet deep. Open dock. 
Used by owners only for storing and handling lumber 
and in loading vessels from their own lumber yards. 
Rail facilities. 

American Can Company Dock: Foot of 14th street. 
Owned and operated by American Can Co. 300 feet 
long by 60 feet deep. Open dock. Rail facilities. 

West Side Lumber & Shingle Co. Dock: Foot of 
Montgomery St. Owned and operated by West Side 
Lumber and Shingle Co. 190 feet long by 85 feet deep. 
Single-level open dock. Used for lumber only. Rail 

Portland Lumber Co. Dock: Foot of Lincoln St. 
Owned and operated by Portland Lumber Co. 450 
feet long by 150 feet deep. Single-level open dock. 
Used for lumber only. Rail facilities. 

Northwest Steel Co. Dock: Foot of Sheridan St. 
Owned and operated by Northwest Steel Co. 450 feet 
long by 150 feet deep. Single-level open dock. Used 
by owners in handling of steel products. Rail facilities. 

East Side Willamette River 

St. Johns Lumber Co. Dock: Foot of Burlington 
St. Owned and operated by St. Johns Lumber Co. 
550 feet long by 240 feet deep. Single-level open dock. 
Used for lumber only. Rail facilities. 

Peninsula Lumber Co. Dock: Foot McKenna Ave. 
1,000 feet long by 120 feet wide. Owned and operated 
by Peninsula Lumber Co. Single-level open dock. 
Used for lumber only. Rail facilities. 

Inman-Poulsen Lumber Co. Dock: South of foot of 
E. Lincoln St. Owned and operated by Inman Poul- 
sen Lumber Co. 450 feet long by 150 feet deep. Single- 
level open dock. Used for lumber only. Rail facilities. 

Portland Municipal Docks 

The following rules and regulations pertaining to 
operation of municipal docks and wharves shall apply: 

No vessel shall berth at any municipal dock or wharf 
until an application shall have been made at the office 
of the Commission or the wharfinger and permit for 
berth granted. 

The owner, agent, manager, master, or person in 
command of any vessel, must deliver, as soon as possible 
after his arrival at any municipal dock or wharf, to the 
wharfinger a full and correct statement of all the mer- 
chandise and cargo of every kind intended to be dis- 
charged from such vessel at said wharf, specifying the 
character, quantity and mark of each kind of such 
merchandise or cargo. 

The owner, agent, manager, consignee, master or 
person in command of any vessel must, and if possible 
before her departure from any municipal dock or wharf. 

Digitized by V^OOQlC 



deliver to the wharfinger a full and correct statement 
of all the merchandise and cargo of every kind received 
on such vessel at such dock or wharf, specifying the 
character, quantity and marks of each kind of such 
merchandise or cargo. 

The City of Portland is not an insurer of goods or 
merchandise in transit upon a municipal dock or wharf 
nor does the City of Portland assume any greater 
responsibility in regard thereto than is imposed by law. 

No gun powder or other explosive shall be discharged 
on or loaded from any municipal dock or wharf or 
vessel, except by permission of the Commission and 
must be immediately removed. 

Merchandise deemed extra hazardous material in the 
standard fire insurance policy of the State of Oregon, 
or such material as hay, excelsior or broom corn, must 
in all cases be removed from the wharf within 24 hours, 
unless extension of time is specifically granted by the 

Vessels will be allowed to take on board gasoline or 
distillate from a municipal dock or wharf by daylight 
only. Delivery must be made from wagon to vessel 
direct. If the vessel is not ready to receive same, the 
loaded wagon will not be allowed to remain on wharf, 
but must immediately pull oflF of same. 

Emptly gasoline or distillate drums must be removed 
from the wharf at once. 

Tari£P No. 4 of the Commission of Public Docks 
Portland, Oregon. 

Effective December 15, 1918. Municipal Dock No. 1 
foot of 15th Street. Municipal Dock No. 2, foot of 
E. Washington St. Municipal Dock No. 3, foot of 
Pittsburgh St. Municipal Warehouses: Warehouse 
"A" foot of 15th St.; Warehouse "B" foot of 17th St. 
St. Johns Municipal Terminal, St. Johns. Office of the 
Commission: Municipal Boat Landing, foot of Stark 


The following charges for each 24 hours or fraction 
thereof will apply for dockage of vessels not receiving 
or discharging cargo: 

Under 50 feet in length $0.01 per foot 

51 to 100 feet in length 01^ per foot 

101 to 150 feet in length .Or^ per foot 

151 to 175 feet in length 01^ per foot 

Over 175 feet in length 02 per foot 


On vessels undergoing repairs or outfitting the fol- 
lowing charges will apply: 

(a) Dockage, rates herein specified. 

(b) Free wharfage on supplies and materials used 
in repairs, provided same are removed from dock 
within 48 hours. 

(c) Regular rates as specified for upper docks on all 
supplies and materials remaining on dock more than 
48 hours. 

One-half of dockage rates will apply on vessels berth- 
ing to receive drinking water, if berth is vacated 
promptly upon receipt of supply of water; otherwise 
full dockage rates will apply. No dockage charges will 
be made to publicly operated vessels berthing to re- 
ceive drinking water if berth is vacated promptly upon 
receipt of supply of water. 

The Commission reserves the right to refuse berth 
whenever in its opinion it is necessary. 

Miscellaneous Charges 

The charge for unloading or loading cars, or for 
other dock labor performed, unless otherwise specified, 
will be actual cost plus ten (10) per cent. 

The charge for weighing on public truck scales at 
Municipal Dock No. 1 will be at twenty-five (25) cents, 
which charge will include the weighing of vehicle both 
loaded and light. 

• The charge for supplying drinking water to vessels 
at Municipal Docks Numbers 1 and 2 of the City of 
Portland will be $1.(X) for five thousand gallons or less. 

and for amounts over five thousand gallons, twenty 
cents for one thousand gallons. Use of city hose at 
the risk of the users will be permitted without charge. 
Vessels berthing to take water will pay in addition 
one-half dockage rates. 

Dock equipment at risk of users will be furnished by 
the City at its convenience at the following rates per 
hour or fraction thereof. 

Cargo boxes $0.05 each 

Conveyor 50 

Dock autos with driver @ 1.50 each 

Electric piling machine 75 

Electric winches with cable 1.25 each 

Electric winches without cable 1.00 each 

Hand power derrick 20 

Locomotive crane with operator: 

Equipped with single block @ 3.50 

Equipped with double block @ 5.00 

(minimum charge $5.(X)) 

Rotary converter 1.25 

Salmon slings 03 each 

Wire hoisting cables @ .30 each 

Charges and rates above named are subject to amend- 
ment, alteration or cancellation without notice at any 
time by the Commission of Public Docks. 

Foreign Consuls 

Austrian-Hungarian — (Swedish Vice Consul acting). 

Belgian— -C. Henri Labbe, Vice Consul, 201 Labbc 

British— H. L. Sherwood, Consul, Albert E. Browne, 
Vice Consul, 6 Ainsworth Bldg. 

Chilean — (Mexican Consul acting). 

Chinese — Seid G. Back, Consul, ^3 Second St. 

Costa Rican — (Vacant). 

Danish — Henry Harkson, Vice Consul, 413 Chamber 
of Commerce Bldg. 

Dutch— A. H. Metzelaar, Vice Consul, 1124 Board of 
Trade Bldg. 

French — C. Henri Labbe, Consular agent, 201 Labbe 

German — (Swiss Consul acting). 

Honduran — (Vacant). 

Italian — Albert B. Ferrera, Consular agent, 403 Stock 
Ex. Bldg. 

Japanese — T. Sigemura, Consul. 210 Henry Bldg. 

Mexican — A. R. Vejar, Consul, 409 Alisky Bldg. 

Nicaraguan — (Vacant). 

Norwegian — A. O. Bjelland, Vice Consul 614-16 
Henry Bldg. 

Peruvian— M. D. Derteano, Consul, 400 Blake McFall 

Russian — (Vacant). 

Spanish— A. R. Vejar, Vice Consul, 409 Alisky Bldg. 

Swedish — Valdemar Lidell, Vice Consul, 455 Pittock 

Swiss— Albrecht StreiflF, Consul, 816 Spalding Bldg. 

Pilots — Columbia River 

Office river pilots, 517 Oregon Bldg., Phones Bdwy. 
1542, A 4568. 

Astoria office bar and river pilots, 490 Bond St., Phone 
(day) 169, (night) 846. 

Bar pilots — 'C. S. Gunderson, H. O. Hansen, R. Swan- 
son, M. D. Staples, E. D. Parsons, H. F. Astrub, August 
Lofstedt, J. C. Reed, M. Noland. 

River Pilots — ^Julius Allyn, C. J. Anderson, J. J. An- 
derson, Geo McNelly, M. Moran, A. R. Pearson, A. L 
Pease, Edward Sullivan. J. L. Smith, R. Sandstrcm, W. 
W. Babbidge. 

Custom House 

On block bounded by N. Broadway, Everett, N. 8th 
and Davis Sts. 

Open daily, except Sundays and holidays, from 9:00 a, 
m. until 4:30 p. m. (June 15 to Sept. 15, close Satur- 
days 1 p. m.) Duties must be paid before 3 p. m., Sat- 
urdays before 12 noon. 

Digitized by 




Foreign Trade. 

Survey (100 tons or over, dutiable cargo) $3.00 

Survey (under 100 tons, dutiable cargo) 1.50 

Survey (if in ballast or non-dutiable cargo) 67 

Entry (100 tons or over) 2.50 

Entry (under 100 tons) 1.50 

Certificate of payment of Ton Tax (For Ves) 20 

Permit to take on ballast, cargo or fuel while un- 
loading, or to take on fuel before entry . . .20 

Permit to lade after sunset 20 

Bond to lade or unlade after sunset 40 

Post entry to manifest 2.00 


Clearance (100 tons or over) $2.50 

Clearance (under 100 tons) 1.50 

Certificate Shipping Articles (Am. Vessels) 20 

Permit to retain on board cargo destined for for- 
eign port 20 

Bond to deliver at foreign port dutiable cargo re- 
tained on beard 40 

(No bond required on free goods) 

Coastwise Trade 

Entering or clearing foreign vessels $2.00 

Bond on vessel granted permission to proceed to a 
place in Alaska or Hawaii, that is not a port 
of entry 40 

Steamer Routings 

For Europe: 

East Asiatic Co. Ltd. (Meyer, Wilson & Co.): Sher- 
lock Building. Danish steamers. No regular pier. 
Sailings for European ports, via Panama Canal, calling 
at all North Coast ports westbound, monthly. Freight. 
Sailings indefinitely postponed. 

Royal Mail Steam Packet Co. (Frank Waterhouse & 
Co.); Lrcwis Building, British steamers. No regular 
pier. Sailings for London, Liverpool and Glasgow, via 
North Pacific ports, monthly. Freight. Sailing inde- 
finitely postponed. 

Johnson Line (W. R. Grace & Co.): Refer to San 
Francisco or Seattle office. Swedish motor vessels. 
Nc regular pier. Sailings for Scandinavian ports, via 
Central American ports, monthly. Freight. Sailings 
indefinitely postponed. 

Harrison Direct Line (Balfour, Guthrie & Co.): Park 
and Oak Sts. British steamers. Pier — Mersey Dock. 
Sailings for London and Liverpool, westbound, via Pa- 
nama Canal and North Coast ports, every 28 days. 

The San Francisco & Portland Steamship Co.: 
Freight and passengers. Sailings from Ainsworth Dock 
every sixth day for San Francisco and Los Angeles. 

Pacific Steamship Co. East Washington Street Ter- 
minal: American steamer. Pier. Sailings for Astoria, 
Coos Bay and California ports. Freight, passengers. 

Numerous vessels are engaging in the lumber and 
freight business between Portland and Oregon and Cal- 
ifornia ports, carrying passengers, and making almost 
daily sailings. 

For further information see San Francisco. 

For South America 

For South American sailings, see routings from San 
Francisco and Puget Sound. 

For Atlantic Coast 

American-Hawaiian S. S. Co. (The Panama Canal 
Line): Railway Exchange Building. American steam- 
ers. Sailings for New York, Boston, Charleston and 
Norfolk, via Puget Sound, San Francisco, San Pedro, 
San Diego and Panama Canal every five days. Freight. 

Atlantic & Pacific S. S. Co. (W. R. Grace & Co.): 
Railway Exchange Building. American steamers. No 
regular pier. Sailings for New York and Atlantic ports 
via San Francisco and Puget Sound, every 18 days. 
Freight. (Sailings indefinitely postponed.) 

Tramp steamers make Portland regular port of call 
for points in Europe, South America, Orient, Australia 

and Insular possessions, loading lumber, grain, flour, 
fruits and other products produced and manufactured 
in the State of Oregon. 

Chas. R. Nelson operates vessels from Portland to 
the Orient and Australia. 

Sudden & Christensen. 

Coal Bunkers 

West Coast Coal and Dock Co.: Between East Glisan 
and Irving. Storage capacity 10,(XX) tons, 650 feet berth- 
ing space. Machinery being installed on dock of the 
most modern equipment to facilitate speedy loading. 
Equipment to load by barge while steamer is taking 
cargo also provided. 

Pacific Coast Coal Co.: Foot of Front and Raleigh 
Sts. Storing capacity 12,(XX) tons. 300 feet berthing 
space. Loading at rate of 200 tons per hour by electric 

Oil Docks 

Asscciated Oil Co.: Linnton. 400 feet berthing space. 
Depth of dock 36 feet. Total area 14,200 sq. feet. Nor- 
mal depth of water 29 feet. Storage and tankage capa- 
city of 160,000 barrels crude oil and 10,260 barrels re- 
fined oil. 

Standard Oil Co.: Linnton. 400 feet berthing space. 
Depth of dock 50 feet. Total area 20,000 square feet. 

28 feet of water at zero. Storage and tankage capacity 
of 64,913 barrels crude oil and 75,999 barrels refined oil. 

L^nion Oil Co.: Linnton. 400 feet berthing space. 
Depth of dock 40 feet. Total area 15,800 square feet. 

29 feet of water at zero. Storage and tankage capacity 
of 8,800 barrels crude oil and 20,000 barrels refined oil. 
The company maintains larger reserve supply of oils in 
the storage tanks at Willbridge, 1^ miles from dock, 
with pipe line connections, and can supply any desired 
amount of either crude or refined oil upon request. 

Shell Co.: Gasco. 400 feet berthing space. Storage 
and tankage capacity of 110.000 barrels of fuel oil and 
45,000 barrels of light oil. 28 feet of water at zero. 

U. S. Bonded Creneral Storage Warehouses 
Oregon Transfer Co. 474 Glisan St. 

U. S. Bonded Draymen 

Barclay & Barclay, care Wadhams & Co., 4th and 
Oak Sts.; Driscoll & Collier Transfer Co., 27 Second 
St.; Gray, Thomas, 31 Second St.; Green Transfer Co., 
125 Front St.; Haack, H. C, Transfer Co., 268 Front 
St.; Helser Bros. Transfer Co., 104 N. 5th St.; Holman 
Transfer Co., 8 Front St.; Morse, Clay S., 308 Everett 
St.; Meier & Frank Co., 5th and Everett Sts.; Mosher, 
George W., 402^ Eugene St.; Northwestern Transfer 
Co., 64 Front St.; Oregon Auto Dispatch, 13 First St.; 
Oregon Transfer Co., 4/4 Glisan St.; Pacific Transfer & 
Storage Co., 33 Second St.; Western Transfer Co.. care 
Lang & Co., 1 First St. 

Customs Brokers 
Bush, Geo. S. & Co., Inc., 409 Concord Building. 

Government Officials 

W. A. Moore, Collector of Customs; L. A. Pike, Chief 
Deputy Collector of Customs; R. P. Bonham, Immi- 
gration Inspector; G. M. Magruder, Health Officer. 

Commission of Public Docks 

Chas. B. Moores, Ben Selling, John H. Burgard, F. 
C. Knapp, A. H. Averill, G. B. Hegardt, engineer and 
secretary. F. I. Randall, assistant secretary, Capt. J. 
Speier, harbor master. Office foot of Stark St. 

Port of Portland Commission 

R. D. Inman, President; J. W. Shaver, Vice-Pres- 
ident; A. L. Pease, Secretary; D. C. O'Reilly, Trea- 
surer; E. W. Spencer. W. H. Patterson, Robert H. 
Strong; J. P. Doyle, Assistant Secretary and General 

Digitized by 




Importers and Exporters 

O. E. Fletcher; T. M. Stevens & Co.; Closset & De- 
vers; Dwight-Edwards Co.; Tailor- Young Co.; Port- 
land Flouring Mills Co.; A. Rupert & Co.; M. Seller & 
Co.; Fleischner, Mayer & Co.; J. A. Pattison Lbr. Co.; 
Portland Rice Milling Co.; Blumauer-Frank Drug Co.; 
Portland Cordage Co.: Kerr-Giflford & Co.; Pacific 
Grain Co.; Portland Woolen Mills Co.; Wittenberg- 
King Co.; Kaola Company; McNeff Bros.; Frank He- 
nius & Co.; Geo. Wills & Sons; Occidental Trading Co.; 
Trans-Pacific Corporation: A. O. Anderson & Co.; 
Balfour, Guthrie & Co.; Pacific Export Lumber Co.; 
Dant & Russell: S. Ban & Co.: Mitsui & Co.; Albers 
Bros. ; M. Furuya Co. ; W. J. Young Asiatic Importing 
Co.: Statter & Johnstone; Lange, Kenyon & Co.; Harry 
E. Lewis: Norwegian Importing Cc; Allen & Lewis; 
Lang & Co.; Mason. Ehrman & Co.; Wadhams & Co.; 
Northern Grain & Warehouse Co.; Wilcox-Hayes & Co. 

U. S. Government Offices in Portland 

Alaskan Engineering Commission, Custom House, 
Broadway 344; American Red Cross, Corbett Building, 
Main 4204; U. S. Appraisers Office, Geo. Welter, Ap- 
praiser, 101 Custom House, Broadway 344; U. S. Attor- 
ney, District of Oregon, Bert E. Haney, P. O. Bldg., 
Main 2036: Collector of Customs, Custom House, 
Broadway 344; Department of Agriculture, Grain 
Standardization, Worcester Building, Main 954; District 
Court, Federal Building, Marshall 744; Engineers, Di- 
vision Engineers, Custom House, Broadway 344. 
Engineer's Office, Custom House, Broadway 344; 
Engineers' Office, Couch Building, Marshall 1033; 
Employment Office, Third and Oak, Broadway 3555; 
Examining Board of Surgeons for Pensions, 410 Medical 
Building, Main 812; Farm Help Specialist, J. W. Brew- 
er, 602 Oregon Bldg., Broadway 440; Federal Reserve 
Bank, Stark and Fifth Streets, Broadway 948; Food and 
Drug Inspector, J. J. Morton, 105 Custom House, 
Broadway 344; Foreign & Domestic Cornmerce, 610 
Oregon Bldg., Broadway 440; Forest Service, 408 Beck 
Building, Broadway 906; Geological Survey, 416 Couch 
Building, Main 2798; Hydrographic Office, 403 Custom 
House, Broadway 1363; Immigration Service, 424 Rail- 
way Exchange Building, Main 924; Inspector cf Steam 
Vessels, Custom House, Broadway 344; Internal Rev- 
enue Agent, Custom House, Broadway 344; Internal 
Revenue Bonded Warehouse, 13th and Hoyt Sts.; In- 
ternal Revenue and Income Tax Office, Custom House, 
Broadway 344; Land Office, Worcester Building, Main 
7524; Lighthouse Inspector, Custom House, Broadway 
344; Marine Corps. Recruiting Station, 306 Panama 
Building, Marshall 3548; U. S. Marshal,. Federal Build- 
ing, Main 25; Naturalization Examiner, 104 Custom 
House. Broadway 344: Naval Radio Station, 7208 E. 
92nd S. E. Tabor 1727; Navy Recruiting Station, 206 
Dekum Building, Marshall 3386; Public Health and 
Marine Hospital Service, Medical Building, M'ain 1296; 
Quartermaster's Office, Worcester Block, Main 7301; 
Reclamation Service, 417 Fenton Building, Broadway 
1144; Secret Service, Post Office Building, Main 8061; 
Superintendent Construction of Public Buildings, Cus- 
tom House, Broadway 344; Surveyor General, Custom 
House, Broadway 344; Weather Bureau, Custom HOusc, 
Broadway 344; Special Agents, Custom House, Broad- 
way 344; Special Agents, Department cf Justice, 
Federal Building. Main 2812. 

Lumber Exporters 

The leading lumber exporters are as follows: Dant 
& Russell; American Export Lumber Co.; Duncan 
Lumber Co.; Pacific Export Lumber Co.; Clark & Wil- 
son Lumber Co.; Inman-Poulsen Lumber Co.; Eastern 
& Western Lumber Co.; Portland Lumber Co.; St. 
Johns Lumber Co.: Chas. R. McCormick Lumber Co.; 
Westport Lumber Co.; Hammond Lumber Company. 

Among those that import only arc: Emerson Hard- 
wood Company; Allen & Lewis; Wadhams & Com- 
pany; Wadhams & Kerr Bros.; Mason, Ehrman & Co.: 
Lang & Company; Closset & Devers; Dwight-Edwards 
Company: M. Seller & Company; Lowengart & Com- 
pany; Meier Sc Frank Company; Harry E. Lewis. 

. Port Warden 
A. W. Mcintosh, Port Warden, appointed by the 
governor. His duties are to board vessels when re- 
quested and open the hatches and inspect cargoes to 
determine cause of any damage. He is paid by the 
persons requesting his services. 


Southern Pacific, Union Pacific, Great Northern, 
Northern Pacific, Chicago, Burlington & Quincy Rail 
road, Oregon-Washington Railroad & Navigation Com- 
pany, and Spokane, Portland & Seattle Ry. Co. main- 
tain extensive terminals. 

Spokane, Portland & Seattle, Ry Co.; Oregon Elec- 
tric Railway Co.; Oregon Trunk Ry. Co.; United Rail- 
ways Co.; Weidler Dock. W. C. Wilkes, assistant 
general freight and passenger agent; R. H. Crozier, 
assistant general passenger agent. This dock is located 
at the foot cf 12th and Thurman Sts. It has a double 
deck warehouse. The insurance charge is $1.40 per 
thousand. Trackage facilities to the extent of seven 
tracks are provided, switching to which is done by the 
Spokane, Portland & Seattle Ry. Co. Delivery from 
and to other lines operating from Portland is made by 
switching through that company. 

Steel Shipbuilders 

Northwest Steel Co., Foot of Sheridan St.; Willa- 
mette Iron & Steel Works, 462 North Front; Albina 
Engine & Machine Works, Foot of Albina: Columbia 
River Shipbuilding Corporation. 412 Front Street; Guy 
M. Standifer Const. Co., Nc. Portland. 

Wood Shipbuilders 

Guy M. Standifer Const. Co., No. Portland; Columbia 
Engineering Works, Linnton; Peninsula Shipbuilding 
Co., Ft. McKenna Ave,; Kiernan & Kerns Shipbuilding 
Co., Ft. Market St.: Coast Shipbuilding Co., South Port- 
land; Supple & Ballin Shipbuilding Corp., Ft. East Oak 
Street; Grant, Smith, Porter Company, St. Johns; Foun- 
dation Company, North Portland. 

Marine Repair Workers 

Albina Engine & Machine Works; Pacific Marine 
Iron Works; Willamette Iron and Steel Company; Ma- 
rine Repair and Construction Company; Portland Ship- 
building Company. 

Marine Hardware Dealers 

The Beebe Company, 182 Morrison: Dan E. Erickson, 
93 First St.; Marine Intelligence, Roy Crandall. 203 
Morrison St.; Merchants Exchange Association, Board 
cf Trade Building. 

Ship Chandlery 

The Beebe Company, 182 Morrison; F. C. Hagemana 
3 First St.; Material Chasers, Railwav Exchange Bldg.; 
Northwest Plug Co., 554 E. 10th St.; Oregon Marine & 
Fisheries Supolv Co., 107 First St.; Portland Marine 
Supply Co.. 229 Ankeny; Portland Shipbuilding Co« 
Foot of Nebraska; U. S. Supply Co., Northwestern 
Bank Bldg.; Viking Marine Paint Co., Inc.. 487 N. 
29th St.; Western Ship Supply Co., 1439 Moody St. 


British Cohunbia 

Population : About 5,tXX). 

Position: Longitude 130 degrees 21 minutes west, lati- 
tude 54 degrees 18 minutes north. 

Distances: Vancouvci', south 583 miles; Seattle, south 
705 miles 

Depth of harbor : Average 26 fathoms. 

Harbor Master: Cap-. E. McCoskne. 

Harbor: Brnad open harbor, about 16 miles in length, 
with average width of V/2 miles. 

Customs Representative: J. H. McLeod, collector. 

Customs Brokers : G. W. Nickerson Co., Douglas Suth- 

Bonded Warehouses: Five. Cold storage capacity, 
14,000,000 pounds. 

Digitized by 




Docks, Piers and Wharves : Grand Trunk Pacific wharf, 
1,625 feet in length. Capacity unlimited. Tie dock, 120 
feet in length. Opal dock, 375 feet in length. AH with 
storage warehouses. Provincial go\ernment wharf, 600 
feet Cold storage wharf. Ore bunkers and several 
smaller private wharves. 

Stevedoring: Pacific Stevedoring ft Contracting Co., P. 
G. Grooes, manager. 

Wireless and telegraph stations owned by the Dominion 

Banks: Bank of Montreal, Bank of Commerce, Royal 
Bank of Canada, Union Bank of Canada. 

Temperature. Highest in 1918, Sr (July) ; lowest, 11* 

Newspapers: Two dailies. 

Drydocks and Marine Railways: Grand Trunk Pacific 
dry dock, 600 feet long, 30 feet depth. Capacity, 20,000 
tons. Sectional drydock capable of handling three vessels 
at one time. Largest unit will handle ship 270 feet; two 
smaller units ships of 165 feet. Facilities for all classes of 
shipbuilding and repair work. Charges not fixed. Rupert 
Marine Iron Works, marine ways capable of handling local 
work. Two others for fishing boats. 

Towboat Companies: Prince Rupert Towing Co., Capt. 
H, B. Babington and North Coast Towing Co. 

Oil Docks: Imperial Oil Co., five-tank wharf, pumping 
station and complete facilities. Five million gallons fuel 

List of Charges : Mooring, none. Wharfage, 50 cents 
per ton on general cargo. Towing average $35 per day. 
Water, 20 cents per 100 cubic feet up to 5,000 cubic feet, 
then 1 cent reduction for each 5,000 cubic feet over that 
amount. Stevedoring, rates not fixed, account wharfage 
facilities new ; about same as other British Columbia ports. 
Cartage, 50 cents to 75 cents per ten, general merchandise. 
Storage, no fixed rates. Ice, $3 a ton. 

Railroad Connection: Grand Trunk Pacific transconti- 
nental line, Prince Rupert to Halifax, N. S. 

Industries : Seven cold storage plants, saw mills, capacity 
150,000 daily, and shingle mills. Two small boatbuilding 
concerns. Headquarters for large fishing industry — hali- 
but, salmon, herring, cod and crabs. 1918 catch : Halibut, 
15,206,700 pounds; salmon, 86,934,500 pounds; cod, 2,218,- 
900 pounds; herring, 2,3^,400 pounds; flat fish, 1,589,000 

Government Officials* J. H. McMullin, government 
agent; Dr. N. H. McNeil^ immigration officer; Capt. Saun- 
ders, agent marine department ; J. C. Williams, fisheries in- 
spector ; United States Consul, E. A. Wakefield. 

Steamship Companies: Grand Trunk Pacific" S. S. Co., 
Canadian. Pacific S. S. Co., Union Steamship Company of 
B. C, Ltd., Pacific S. S. Co. 


Western Australia 

Pilotage: Inwards or outwards, including navigation 
of Sound, £2 for under 8 feet to £6 6s. for 21 feet and 
over, increasing 5/ per foot up to 19 feet; 19 feet to 20 
feet £5 12s; 20 feet to 21 feet £5 18s. Removals, under 
1,000 tons £1; over £3. All other rates similar to 

Accommodation: The harbor is approximately 3j4 
miles long and 2 miles broad. Channel at entrance, 
4,0(X) feet long, 600 feet wide, depth at low water 33 
feet. The bottom is sandy and muddy. Two jetties, 
one, 600 feet both sides, depth at low water, 30 feet. 
Tlie other jetty has 2,000 feet berths, with 23 feet at 
low water. Both are connected with railway. Bunker- 
ing is done from hulks. 


Island of Java, Dutch East Indies 

Population: 15,000. 

Port Charges: Harbor dues, 16c per cub. metre for 
6 months. Charges for labor are moderate. 

Accommodation: Good anchorage about one-half mile 
offshore in 7 fathoms. 

Imports: Stores, machinery. 

Elxports: Castor oil, oil seed, kratok beans, goat 
skins, sugar, rubber, tobacco, tea, cocoa, coffee, hides, 
maize, Peruvian bark, cotton, quinine bark, teak wood. 

The port is situated 11 miles west of Kraksaan on 
the north-east coast of the island. 



Population: 4,000. 

Stevedoring: Cost for general labor, $4 to $6 per day 
by contract. 

Accommodation: Lighters, no moles or cranes. 

Imports: General merchandise, provisions. 

Exports: Lumber, leather, hides, honey, wax, butter. 

Not desirable for large steamers, dangerous navigation 
through channels. 

Blrd't-Eye View of Harbor at Punta Arenas 


Position: Latitude 53 degrees 10 minutes south, 
longitude 71 degrees west. Most southerly port in the 
country. Because of the sheep and cattle industry in 
the vicinity of Punta Arenas, this port is developing an 
extensive export business in meat and wool. There are 
large refrigerating plants where meat is prepared for 
shipment by special ship lines operating between Punta 
Arenas and Buenos Aires, where the cargoes are 
transhipped on English and American vessels. Punta 
Arenas has lately completed a modern shoe factory. 

Population: About 20,000. 

Accommodation: Good harbor in an open roadstead. 
Anchorage in 6 to 15 fathoms. No docks, but govern- 
ment mole with four steam cranes for small vessels, 
also landing stage. There are several small private 

Imports: Machinery, general merchandise. 

Exports: Wool, meats, furs. 


Costa Rica 

Position: Latitude 9 degrees 58 minutes north, 
longitude 84 degrees 46 minutes west. 

The only Costa Rica port open to foreign trade on 
the Pacific. Railway connection with San Rose and 
Limon will shortly be established. 

Population: 4,640. 

Imports: Cotton fabrics, boots and shoes, hardware, 
fence wire, canned goods, flour, beans, rice, sugar, pro- 
visions, wines, liquors, beers, cigars, furniture, etc. 

Digitized by 




Exports: Coffee, cedar, mahogany, rosewood, dye- 
woods, hides, skins, pearls, shells, rubber and manga- 

Accommodation: The estuary, or lagoon, inside, 
although navigable for vessels of small draft, is no 
longer used by vessels with cargo to discharge. The 
harbor or roadstead has a general depth of 5 fathoms 
and upwards; level sandy bottom, and good anchorage 
for vessels of any size, and in all weathers, abreast the 
town, although the best place to anchor is towards the 
south-east or west of the pier, commencing about 300 
metres from it. The large steamers of the Pacific Mail 
S. S. Co. anchor within a cable length of the pier. All 
vessels discharge into lighters, of which there are ten, 
capable of carrying about 300 tons in all. The iron 
pier is 425 feet in length, and about 30 feet wide, with 
an h from the west side; a lighthouse equipped with 
electric light is placed on the roof of the outer end, at 
about 40 feet elevation from high water mark. This 
pier is roofed with iron. There are two donkey engines 
and a double track rail on pier; the track leads to the 
Custom House at the head of the pier, and to the 
various storehouses in the town, freight cars propelled 
by hand being used. The facilities for handling freight 
have been greatly enlarged by the erection of a large 
addition to the Custom House, the building of a new 
engine, and the purchase of additional cars and launches. 

Pilotage: Vessels sail or steam into the anchorage, 
no towage or pilotage required; but in case of loading 
up the Gulf they need a pilot, the charge for which is 
$17; if on the coast outside the charge is $34 C. R. 
Nearly all the lumber and dye-wood is loaded as above. 

Port Charges: Harbor dues, vessels under 50 tons 
free. From SO tons to 800 tons, 50 colones and 1 colon 
for each additional 100 tons or fraction thereof, with a 
maximum of 65 colones. Light dues, 10 colones. Vessels 
arriving in ballast, or for supplies or repairs, do not pay 
dues or fees. Hospital patients from vessels admitted 
to hospital free of charge. 

Ballast: When brought here, must be dumped over- 
board across the Gulf, and when required can be had at 
the islands on the other side at $1 per ton delivered 
alongside, or free of charge when the vessels use their 
own boats and men. 

Labor: $1 per diem, with board, for all classes of 
work (laboring, or in loading or discharging vessels). 
Water can be had free of charge if ships furnish their 
own boats and men and casks. Provisions, neither 
plentiful nor cheap, with a few exceptions. Beef costs 
15c C. R. per pound, and potatoes from 5 to 8c, accord- 
ing to the state of the market. Vegetables are scarce, 
but plantains, yucas, and other tropical plants and fruits 
are plentiful and very cheap, and are an agreeable sub- 

Discharging: It is customary for ships arriving here 
to deliver freight to lighters only, the other being all 
paid by the consignees of merchandise; also the ships* 
crews to do the necessary work, therefore saving the 
expense of stevedores. 

Brokerage: Ship agency entering, $25, and leaving 

Consular Representation: United States, Italy, Pana- 
ma, Nicaragua, Peru, Spain, Germany, Chile. 

Steamer Lines Using the Port: P. M. S. S. Co., Ward 
Line, to San Francisco, Cal., and New York, N. Y., re- 
spectively. Empresa Transportes Maritimes. Tele- 
graphic address: Empresa Puntarenas. Established 1890. 
Number of steamers owned, 1. Number of motor ves- 
sels owned, 14. Ports to which vessels trade: Cristobal, 
C. Z. and C R. ports along coast. No regular sailings. 



Position: Latitude 16 degrees 46 minutes- north, longi- 
tude 96 degrees 10 minutes east. 
Population: 293,000. 
Area: 31 square miles. 

Mtuitaii '•t Rl06, RtRfMR— Copyrighted by Underwood St Underwood 

Rangoon is the capital of the province and is situated 
on the Rangoon river, which is joined with the Irrawaddy 
river by a waterway. It ranks third among the Indian 
ports as a center of commerce, and is the greatest rice ex- 
porting port in the entire world. Nowhere else are 
there such huge rice mills and they handle mountains of 
rice which comes from the north. With the establishment 
of elevators equipped with suction pumps the facilities for 
loading the cereal aboard vessels are the best. Most of 
these elevators have been constructed by foreign capital 
Other important industries flourishing in Rangoon are the 
several large timber saw mills, and innumerable oil works. 

Nearly every variety of timber may be found in the forests 
of Burma. Teak, which is highly prized for shipbuilding, 
and also for ornamental carved work, grows in abundance. 
Other forest products are cutch, lac and rubber. Minerals 
of many varieties - are mined in several different districts. 
Small quantities of gold have been obtained in the upper 
reaches of the Irrawaddy. Lead and silver come from the 
Northern Shan States, and coal, while found in several 
states, has been developed but little. Tin mining is carried 
on extensively. Nogok rubies practically supply the 
market of the world, and these gems can hardlv be equalled 
for beauty. The Shan States have their sapphires in con- 
siderable quantities. Jade and amber workings are scat- 
tered throughout the Northern Myitkyina. 

Petroleum refineries in Rangoon produce kerosene, gas- 
oline, lubricating oil, parrafin and candles for export 
The petroleum is obtained in the Irrawaddy valley district, 
which is about 300 miles from Rangoon. 

Imports: Silk, iron, hardware, coal, liquors, metals, salt. 
tobacco, cotton goods, hardware, seeds, sugar, oils and 
salts, steel, fish, machinery, woolen goods, umbrellas. 

Exports : Rice, cotton, gold, shellac, cutch, cigars, copper, 
hides, horns, ivory, woods, oil, wax, rubber stick-lac, kero- 
sene oil. 

Names of Importing and Exporting Firms: Finlay, 
Fleming & Co., general merchants; Burma Oil Co.; Indo- 
Burma Petroleum Co. ; Steel Brothers & Co., Ltd., general 

ElephMts Stacklm TInber— Copyrifbted by Underwood tt Un<krwood 

Digitized by 




merchants; Bulloch Bros. & Co., Ltd., general merchants; 
Balthazar & Son., general merchants; Harperink, Smith 
& Co., general merchants; Jamal Brothers & Co., general 

Pilotage: Vessels in tow, or steamers between outer 
station and any place above Elephant Point, up to '9 feet, 
20rs; plus 5rs per foot up to 17 feet; 17 to 18 feet, 70rs; 
18 to 19 feet, 80rs ; 19 to 20 feet, lOOrs ; above, add 30rs 
per foot, or 28 feet, 340rs; thence 40rs per foot up to 30 
feet ; over 30 feet 620rs. 

Between Elephant Point and Pilot Station, half fees. 
Vessels under sail or steamer towing vessels over 100 tons, 
one-third more, subject to reductions in some cases. Re- 
moval from town to below Hasting Shoal or vice versa, 
16rs if pilot does not remain in charge. A surcharge of 
15 per cent is leviable with certain exceptions. Towage, 
5 annas per net reg. ton up or down in ballast loaded 10 
up and 12 down; if one way, 7 in ballast, 15 loaded; if 
ballast up or loaded down, or vice versa, Ir 1 anna; or 
loaded both ways, Ir 6 annas. 

Accommodation: Accessible to vessels of largest ton- 
nage; 26 feet of water on bar ("The Hasting") at neaps; 
32 feet at springs; 20 to 26 feet at pontoons and wharves 
at low water ; 6 berths have hydraulic cranes 20 to 35 feet 
at moorings; 30-ton shears; slips to take vessels of 1,000 
gross tons; 25 swinging moorings and 8 fixed mooring 
berths in harbor; 6 fixed mooring berths for oil steamers. 

Port Charges: Port dues, 4 annas; river dues, 6 annas 
per ton. Harbor master's fee, per movement, 20rs. Extra 
for holidays, Sundays and nights. Burma coast dues, 1 a. 
3 pie; Madras, same, 7 pies. Mooring fees or buoy hire 
on vessels under 1,000 tons, lOrs; over 1,000, and not ex- 
ceedings 2,000, 15rs; over 2,000 and not exceeding 3,000, 
20rs ; over 3,0C)0, 25rs. Steamers and sailing vessels of any 
size can use berths at swinging buoys. Steamers and sail- 
ers bringing general cargo must discharge at jetties, and 
pay as follows: Under 1,000 tons, 42rs per day; 1,000 to 
2.000 tons, 48rs; 2,000 to 3,000, 54rs; 3,000 to 4,000, 60rs; 
over 4,000, 66rs per day. Steamers with passengers only, 
half above rates. Shearlegs, rates vary with minimum of 
25rs per lift. 


kland of Sabang, Dutch East Indies 

Position: Latitude 5 degrees 53 minutes 53 seconds 
north, longitude 95 degrees 20 minutes 10 seconds east. 

Port charges: None. Tliey are figured in the rates 
for bunkering and wharfage. 

Accommodation: The harbor has a clear entrance 
with safe anchorage in 15 to 22 fathoms. Iron wharves, 
length 3,000 feet with 30 feet alongside. Storage sheds 
for coal, cap. 75,000 tons; godowns for storing tobacco 
and other goods, 62,000 square feet; 5 electric coal trans- 
porters; SOO tons automatic motor bunkering barge; 
3,000 tons floating dock; liquid fuel tanks, 12,000 tons. 



Position: Latitude 10 degrees 50 minutes north, 
longitude 104 degrees 22 minutes east. 

Population: 68,000. 

Pilotage: Compulsory, francs 0,28 per registered ton 
net, if steamer on ballast ^ of the above tax. 

Port Charges: Tonnage or wharf dues, none. Cus- 
toms, none. Light dues, none. Other charges, sani- 
tary tax $10. 

Stevedoring: Rates for loading cargo, per ton — Rice 
$0.18, paddy, maize, rice meal $0.20, rice brand $0.25, 
general cargo $0.30 to $0.50. Rates for discharging 
cargo, general, $0.30 to $0.50, coal $0.40. Overtime cost 
per hour, customs 3 francs per hour; loading and dis- 
char^ng, double rate. Cost per hour for general labor. 
Coolies $1 per day; shifting coal in bunkers $0.50 per 
ton. Lighterage, cost per lighter per day, $45 for 150 
tons lighter, $15 for 50 tons. 

Accommodation: Quay of 1200 yards long, 27 buoys, 
accommodating steamers of any draft. Drydocks of the 
navy, length 150 meters, can take steamers of 6,000 tons 
gross tonnaj^e. Tax, for a steamer of 3,000 tons gross, 
first day 1,430 francs, other days 572 francs ; for a steamer 
of 6000 tons gross, first day 2210 francs, other days 
884 francs. 

Exports: Rice, rubber, copra, pepper, hides, vege- 
table oil, fish oil, dry fish, cotton, maize, gutta percha, 
silk, teak, gum. 

Imports: Piece goods, machinery, coal, general, etc. 

Names of Importing and Exporting Firms: Com- 
pagnie de Commerce et de Navigation d'Extreme 
Orient, Bothet, Chriere & Co., Denis Freres, St. Com 
de Fse de Tlndochina, Oglisstro & Co., Dumarest & 

1 . 

L^i! 1«^ '"^f^SilPI 


Loading RIm for Shipntit to Saa Franelseo 

Steamer Lines Using the Port: Messageries, Mari- 
times, Chargeurs Reunis, Ocean S. S. Co. Ltd., China 
Mutual S. S. Navigation Co. Ltd. 

Consular Representation: Belgium, Great Britain, 
Italy, Japan, Netherlands, Norway, Portugal, Siam, 
Spain, Sweden, United States (Horace Remillard, consul). 

This port affords every facility for repairs of 



Latitude 63 degrees 28 minutes north, longitude 162 de- 
grees west. 

Distance from Seattle, 2,487 miles. 

Population, 500. 

Harbor: Located on St Michael island, north of mouth 
of Yukon river. 

Steamship Lines: Alaska S. S. Co., Pacific S. S. Co. 
and irregular steamers during the open season of five 

Wharves : All freight lightered by Alaska Lighterage & 
Commercial Co. 


Population : 3,000. 

Port Charges: Tqnnage or wharf dues, none. Light 
dues, 1 cent gold per ton. Other charges, anchorage 
dues 10 cents gold per ton. 

Stevedoring: Rates for loading and discharging cargo: 
$2.50 per ton. Overtime cost per hour, $0.20. Cost per 
hour for general labor, 30 cents gold per hour. Lighter- 
age, cost per ton, $1.80. Lighterage, cost per lighter 
per day, subject to tariff. 

Digitized by 




Accommodation: One mole of 300 meters long. 
Water from pipes on wharves, or from tanks alongside, 
$3.80. Floatmg dock 300 feet long, capable of taking 
a vessel of 3,000 tons and 17>^ feet draft. 

Charges: For sailing ships, first day, 50c ton; each 
day thereafter, 25c per ton. Steamers, first day, $1 per 
ton; next four days, 75c per ton; after that 50c per ton — 
charged on gross tonnage. 

Imports: Dry goods and miscellaneous articles, 
metals, tools. 

Exports: Sugar, minerals, rubber, wool, alcohol. 

Names of Importing and Exporting Firms: The Sa- 
laverry Agencies Co., Cartavio Sugar Co.. Acharan Goi- 
cochea & Co., Alberto Somarruga, J. Ignacio Chopitea, 
V. Larco. 

Steamer Lines Using the Port: The Pacific Steam 
Navigation Co., Compania Peruana de Vapores, Com- 
pania Sud Americana de Vapores, North and Pacific 
Line, New York & Pacific Steamship Co. 

Consular Representation: Republic of Chile by Con- 
sul, Ecuador by Consul, Panama by Vice Consul, Great 
Britain by Vice Consul, United States by Consular 


Position: Latitude Z2 degrees 43 minutes north, 
longitude 117 degrees 10 minutes west. 

The Bay of San Diego was discovered 370 years ago 
by the navigator Cabrillo, and from that time tc the 
present it has been recognized among mariners as one 
of the most excellent harbors in the world. 

One of the many cogent reasons why this port 
should become a logical distributing center of the 
Southwest is that it is the proper gateway of ingress 
and egress, being the first port of call in the United 
States territory for all incoming vessels, and the last 
port of call for all outgoing vessels plying between 
United States Pacific ports and the canal. 

The Bay of San Diego has an area of 22 square 
miles, IS completely land-locked, and has a depth of 
water over the bar at low tide of 39 feet. The main 
channel inside the bay will average from 1,500 to 2,000 
feet m width and from 39 to 70 feet in depth, at low 
water. By act of the state legislature May, 1911, the 
City of San Diego was granted absolute control of 
its waterfront, and the tidelands adjacent thereto. 

Main channel, 2000 feet wide. The city has spent 
recently $1,400,000 for harbor improvements, and $300,- 
000 is to be spent immediately by the U. S. Govern- 
ment for dredging. 

The Santa Fe Railroad Co. has expended $500,000 
on a new depot, and this includes the cost of an enorm- 
ous freight warehouse and Spreckels Bros. Commercial 
Co. has facilities for storage, the Pioneer Truck Co., 
also. The climate, of course, is such that places do 
not have to be constructed as substantially as would 
be necessary in other states, and certain goods might 
be stored advantageously in the open. 

Accommodation: Municipal Pier, 1,600 linear feet; 
West Santa Fe, 700 feet; East Santa Fe, 600 feet; Paci- 
fic Coast S. S. Co., 800 feet; Bunkers Wharf, 600 feet. 
All having available draft of 32 feet at lower low 
water. Range of tide— mean, 5 feet; extreme. 8 feet 6 
inches. The city is preparing plans for an additional 
pier and warehouse. 

Wharfage: Merchandise must be removed from the 
wharf before 5 o'clock p. m. on the day following the 
one on which it was placed thereon; but the Wharf- 
inger is hereby authorized, when the owners or con- 
signees of merchandise desire it, and it can be done 
without interfering with the business of the wharf, to 
allow merchandise to remain on the wharf after the 
prescribed time, at a wharfage charge equal to an 
additional toll for every 48 hours or part thereof, Sun- 
days and legal holidays excepted. If merchandise be 
not removed within 24 hours after notice by the 
Wharfinger, it shall be liable to the penalties of Sec- 
tion 2524 of the Political Code. No merchandise for 

outbound shipments shall be placed upon any wharf, 
pier or thoroughfare before 8 o'clock a. m. on the 
day preceding the arrival of the vessel to carry such 
merchandise, without first obtaining permission from 
the Chief \Vharfinger. 

Lumber discharged from vessels carrying 500,000 
feet board measure or over, and from vessels of no 
lesser 'capacity, may remain on wharf until 5 o'clock 
p. m. of the third day following its discharge. Then 
and thereafter all provisions of the above rule shall 
be effective and must be enforced. 

Wharfage and Tolls — How Enforced: For the pur- 
pose of enforcing the charge of wharfage or tolls on 
goods, wares, and merchandise landed on any wharf, 
pier or thoroughfare, or remaining thereon longer than 
the time prescribed by the harbor regulations, the 
Chief Wharfinger is authorized to take possession of 
such goods, wares, and merchandise, and if such charge 
be not paid within two days thereafter may remove and 
store the same at the charge, risk and expense of the 
owner or consignee thereof, or may sell the same by 
public auction with or without notice, at his discretion. 

Wharves — How Cleared: And for the purpose of 
keeping the wharves, piers, basins, channel and 
thoroughfares free of obstructions, the Harbor Master, 
shall cause a written notice to be served on the owner, 
agent, consignee or person in possession of any such 
obstructing material or structure, or may post a notice 
thereon, at his discretion, requiring its removal within 
24 hours thereafter, and on failure to comply therewith 
the Harbor Master may remove, store, or sell the same 
at public auction, at his discretion. From the pro- 
ceeds of any such sale, shall be retained all the wharf- 
age and tolls due with 10 per cent thereon, and in case 
of obstruction, twenty-five ($25.00) for each and every 
day during which the wharf, pier or thoroughfare has 
been obstructed, and also all the expenses attending 
such sale, and the surplus, if any, shall be paid to the 
proper party. Such sale shall be made subject to im- 
mediate removal. 

Berth Privilege: The assignment of berth privilege 
includes only the right of the person or firm making 
application therefore, to dock vessels owned or operat- 
ed by said person or firm at such berth; subject to the 
provision that when such berth be unoccupied the 
Chief Wharfinger may dock other vessels thereat. 
vSuch assignments do not include either dockage, tolls, 
or wharfage. 

Assignments of wharf privilege and all other assign- 
ments of space on wharves or other property of the 
city under the jurisdiction of the Common Council of 
the City of San Diego, are not transferable. For- 
feiture of the assignment of privilege is the penalty 
for the violation of this rule. 

Fuel oil is obtainable in any quantity, but coal is now 
available at Pacific Wood & Coal Co. 

All vessels carrying oil for fuel must store the same 
in steel, metal or iron tank. 

No vessel carrying oil for fuel in wooden tanks or 
wooden compartments shall be allowed to lie along- 
side or make fast to any other vessel while the same 
is lying at such dock, pier, or wharf, or to lie along- 
side or make fast to any structures under the juris- 
diction of the Common Council of the City of San 

All oil for fuel purposes must be delivered through 
a steam pump so as to pump the oil into the vessel to 
be supplied as quickly as possible, and vessels carry- 
ing oil for fuel must be kept clear of rubbish, etc., 
which is liable to catch fire from sparks. 

No vessels loaded with Coalinga oil, or any other oil 
which will flash below 110 degrees Fahrenheit, shall be 
permitted to haul alongside of any vessel or structure. 

No vessel engaged in the business of supplying fuel 
oil shall be allowed when empty to. haul or lie along- 
side any vessel dock, pier or wharf. Any vessel after 
having discharged oil must immediately haul away 
from vessel or structure and depart. 

No person, firm, association or corporation shall 
discharge or deposit, or shall cause or suffer to be 

Digitized by 




discharged or deposited, or to pass, in or into the 
waters of the Bay of San Diego any coal tar or refuse 
or residuary product of coal, petroleum, asphalt, 
bitumen or other carbonaceous material or substance. 
Every person, firm, association or corporation that 
violates the above rule will be prosecuted. 

There is also 2,675 feet of bulkhead with a minimum 
depth of 20 feet at low tide. Santa Fe tracks run to 
their own wharf and to the Spreckels Bros.' wharf. 
The Municipal Dock has two tracks on oach side of 
the warehouse and this has been joined to the Santa 
Fc by a municipal belt railway. The Santa Fe is the 
only road having a terminal at this time, and the San 
Diego & Arizona Railroad is now building eastward 
and will be open to traffic about July 1st, 1919. 

Rates for Dockage 

For the first two hundred (200) tons or less, one 
(1) cent per ton (net tonnage). For each additional 
ton above two hundred (200) tons, H of one (1) 
cent per ton (net tonnage) per day for 24 hours or 
fraction thereof. 

Full dockage rates shall be charged on all vessels 
docking at any municipal wharf, except as hereinaftei 

Half rates charged as follows: 

Vessels with no cargo on board while lying idle 
at wharf. 

(2) Vessels while receiving or discharging ballast or 
receiving stiffening. 

(3) Vessels discharging, loading or lying idle, while 
occupying outside berths. 

(4) Vessels while moored in docks, slips, basins, or 

(5) Vessels engaged in towing and vessels not en- 
gaged in carrying freight and passengers not entitled 
to half rates. 

(6) Vessels with no cargo on board, while under- 
going repairs. 

When the per diem dockage of a vessel, as above 
described, is not a multiple of five it must be reduced 
or increased, as the case may be, to the nearest such 
multiple; provided, that if it be equally near to two 
such multiples, it must be increased to the first such 
multiple above. 

All bills for dockage must be paid when due, whether 
approved by the master or not. Failure to pay such 
bills on presentation will subject the vessel to be 
placed on the Delinquent List, and to the penalties 
provided by law. Errors if any, will be rectified by 
the Council. 

When a vessel of any kind is charged or has paid 
dockage at a wharf for any day, she may use the 
same or any other wharf during that day without 
further charge, no matter how often she may leave 
and return; provided a receipt for payment or transfer 
card from the wharfinger at the first wharf be pro- 
duced, and on application of the master the wharfinger 
is required to issue such transfer card. 

Stevedoring rates for loading and discharging cargo, 
general, 80 cents per hour, merchandise, $1.20 per hour; 
coal, 90 cents to $1.30 per hour; warehouse to car, 
65 cents per hour. Lighterage, cost per lighter per 
day, $3.50. 

Rates of Dockage on Lighters 

A dockage of J4 cent per ton (net tonnage) per 
day will be charged on all lighters in the following 

(1) When discharging or loading at a wharf. 

(2) When discharging into or loading from a ves- 
sel lyin^ at wharf, or when lying at a wharf or in 
a slip with or without cargo on board. 

Water Rates 

For the first 1,000 gallons or less, 25c, and 10c 
additional for each 1,000 gallons or fraction thereof. 

Floating Cranes 

There are three floating cranes in the San Diego 
harbor, all of which are available for handling cargo, 
and in addition to which, the Municipal Pier has a 
locomotive crane. 

Federal Officers 

U. S. Public Health Service, Dr. A. L. Derbyshire, 
Act*g Ass't Surgeon. 

Immigration Service, D. S. Kirkendall Inspector in 
Charge, 230 Federal Bldg. 

Weather Bureau, H. F. Alciatore, 325 Federal Bldg. 

War Department, Col. Kephart, Fort Rosecrans. 

Quarantine Station, Dr. A. L. Derbyshire, U. S. 
Quarantine Officer. 

Bureau of Animal Industry, J. E. Cloud Inspector in 

Customs, Clarence D. Sprigg, Deputy Collector. 

Internal Revenue, J. C. Westcott deputy Collector. 

Officer in Charge of Naval Station, Lieut. E. A. 


British: Major H. D. Gerard, Vice Consul. 

French: Consular Agent. 

Norwegian: John Engebretson, Vice Consul. 

Swedish: Nils Malmberg, Vice Consul, 3435 C St. 

Bolivia: Philip Morse, Consul. 

Honduras: Marcos Martinez, Vice Consul. 

Netherlands: J. H. Delvalle, 1535 28th St. 

Peru: E. J. Louis, Vice Consul. 

Mexico: Raul Dominguez. 

Towage Rates 

Towboat service* (not compulsory) is rendered at a 
fixed scale of compensation as follows: 

Per Net Registered Ton: To sea, San Diego to 
Whistling Buoy. If towed from Whistling Buoy to 
San Diego charge the same as to sea. Docking and 
undocking included in these rates if vessel proceeds im- 
mediately to or from dock. (Figures in parenthesis 
is charge for docking and undocking): 

400 and under 600, $50 ($15); 600 and under 800. 
$65 ($17.50); 800 and under 1,000, $75 ($20); 1,000 and 
under 1,250, $90 ($22.50); 1,250 and under 1,500, $100 
($25); 1,500 and under 1,750, $110 ($27.50); 1,750 and 
under 2,000, $120 ($30); 2,000 and under 2,250, $130 
($32.50); 2,250 and under 2,500. $140 ($35). 

Coastwise Vessels: To or from sea, as above. 
(Figures in parentheses is charge for docking): 

100 and under 150, $15 ($5); 150 and under 200, 
$17.50 ($5); 200 and under 250, $20 ($5); 250 and 
under 300, $22.50 ($5); 300 and under 350, $25 ($5); 
350 and under 400, $27.50 ($5.50); 400 and under 450, 
$30 ($6); 450 and under 500, $32.50 ($6.50); 500 and 
under 550, $35 ($7); 550 and under 600, $40 ($8). 

The Board of Pilots for the Port of San Diego make? 
the rate of $1 per foot draft and Ic jJer ton register 
of all vessels touching San Diego with port cargoes — 
for fuel, or water and stores; and $2 per foot, and 2c 
per ton on net register on all vessels coming with a 
full cargo for this port. The board will make special 
rates to regular lines. 

List of Buoys, San Diego Bay 

Point Loma Light Station, white, square, 32,(XX) 
candle-power. Point Loma Unused Lighthouse, tower 
on dwelling. Outside Bar Whistling Buoy, black and 
white perpendicular stripes, conical. Outside Bar Bell 
Buoy, black, flat float, skeleton pyramid superstruc- 
ture. Outside Bar Gas Bumr, black, conical, pyramidal 
skeleton superstructure, 160 candle-power. Gammon 
Shoal Buoy, red. San Diego Bar Inside Buoy, red. 
Ballast Point Light Station, white, tower on dwelling, 
650 candle-power. San Diego Bay Cut Buoy, black. 
San Diego Bay Cut Buoy, red. San Diego Entrance 
Front Light, red white, triangular skeleton daymark 
with structure, black stripe, 35 candle-power. La Playa 
Light, white, on roof of storehouse, 280 candle-power. 
San Diego Bay Beacon, black, three piles crossed with 

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slats. San Diego Bay Beacon, red, three piles crossed 
with slats. Light No. 3, black, lamphouse on piles, 160 
candle-power. Light No. 6, red, lamphouse on piles, 
50 candle-power. Light No. 5, red, triangular skeleton 
structure, 120 candle-power, three piles crossed with 
slats. Light No. 10, black, lamphouse on piles, 50 
candle-power. San Diego Bay Beacon, black, three piles 
crossed with slats. San Diego Bay Beacon, red, three 
piles crossed with slats. Oil Wharf Bucy, red and 
black, horizontal stripes. 

Some of the principal importing and exporting firms 
are Alfred Staehl & Co., Simon Levi Co., Premier 
Packing Co., Lower California Fisheries Co. 

Harbor Master: Joseph W. Brennan. 

Imports: (12 months 1918): Foreign. 7900 tons; 
value, $644,309. Domestic and local, 454,552 tons, value 

Exports: (12 months 1918): Foreign, 7,983 tons; 
value, $503,963. Domestic and local, 26,173 tons; value, 



Steamer Routes 

The following lines run from San Francisco to for- 
eign ports: 

To Europe: Blue Funnel Line, Maple Leaf Line, 
Harrison Direct Line, reported establishment of Cunard 

To the Orient: T. K. K., Mitsui & Co., O. S. K.. 
Pacific Mail (to Saigon, Straits Settlements, India and 
Ceylon) , China Mail, Struthers & Dixon, Java Pacific Line 
(Java ports as well as Oriental ports). 

To Siberia: Struthers & Dixon, Robt. Dollar Co. 
(occasional sailings). . 

To Honolulu: Matson Navigation Co. 

To the West Coast of South America: W. R. Grace 
& Co., T. K. K. 

Tht Htart tf tht City 

To Australia and New Zealand: Spreckels Line, 
Union S. S. Co. 

To Mexican Ports: Pacific Mail. 

Position: Latitude 37 degrees 47 minutes 28 seconds 
west, longitude 122 degrees 25 minutes 43 seconds north. 
Population, 551,000. 


The quarantine grounds of the bay and harbor of San 
Francisco are at the anchorage of Sausalito. 

Shipmasters bringing vessels into the harbor of San 
Francisco, and masters, owners or consignees having 
vessels in the harbor, which have on board any cases of 
Asiatic cholera, smallpox, yellow typhus or ship fever, 
must report the same, in writing, to the quarantine officer 
before landing any passengers, casting anchor, or com- 
ing to any wharf, or as soon thereafter as they, or either 
of them, become aware of the existence of either of 
the diseases on board of their vessels. 

No captain or other officer in command of any vessel 
sailing under a register, arriving at the port of San 
Francisco, nor any owner, consignee, agent, or other 
person having charge of such vessel, must, under a penalty 
of not less than $100 nor more than $1,000, land or permit 
to be landed, any freight, passengers, or other persons 
from such vessel until he has reported to the quarantine 
officer, presented his bill of health, and received a permit 
from that officer to land freight, passengers, or others 

Every pilot who conducts into the port of San Fran- 
cisco any vessel subject to quarantine or examination 
by the quarantine officer must: 

1. Bring the vessel no nearer the city than is allowed 
by law; 

2. Prevent any person from leaving and any com- 
munication being made with the vessel under his charge, 
until the quarantine officer has boarded her and g^iven 
the necessary orders and directions; 

3. Be vigilant in preventing any violation of the 
quarantine laws, and report, without delay, all such viola- 
tions that come to his knowledge to the quarantine officer; 

4 Present the master of the vessel with a printed copy 
of the quarantine laws, unless he has one; 

5. If the vessel is subject to quarantine, by reason 
of infection, place at the masthead a small yellow flag. 

Every master of a vessel subject to (quarantine or visita- 
tion by the quarantine officer, arriving in the port of 
San Francisco, who refuses or neglects either: 

1. To proceed with and anchor his vessel at the place 
assigned for quarantine, when legally directed so to do; 

2. Submit his vessel, cargo, and passengers to the quar- 
antine officer, and furnish all necessary information to 
enable that officer to determine what quarantine or other 
regulations they ought respectively to be subject; or, 

3. To report all cases of disease and of deaths occur- 
ring on his vessel, and to comply with all the sanitary 
regulations of the bav and harbor; — is liable in the sum 
of $500 for every such neglect or refusal. 

All vessels arriving off the port of San Francisco from 
ports which have been legally declared infected ports 
and all vessels arriving from ports where there is pre- 
vailing, at the time of their departure, any contagious, 
infectious, or pestilential diseases, or vessels with de- 
caying cargoes, or which have unusually foul or offen- 
sive holds, are subject to quarantine, and must be, by 
the master, owner, pilot, or consignee, reported to the 
quarantine officer without delay. No such vessel must 
cross a right line drawn from Meiggs* wharf to Alcatraz 
Island until the quarantine officer has boarded her and 
given the order required by law. 

The quarantine officer must board every vessel subject 
to quarantine or visitation by him, immediately on her 
arrival, make such examination and inspection of vessels, 
books, papers, or cargo, or of persons on board, under 
oath, as he may judge expedient, and determine whether 
the vessel should be ordered to quarantine, and if so, 
the period of quarantine. 

Digitized by 




No captain or other officer in command of any passen- 
grcr-carrying vessel of more than 150 tons burden, nor of 
any vessel of more than 150 tons burden, nor of any 
owner, consignee, agent, or other person having charge 
of such vessel or vessels, must, under a penalty of not 
less than $100 nor more than $1,000, land or permit to 
be landed any passenger from the vessel until he has 
presented his bill of health to the quarantine officer and 
received a permit from that officer to land §uch passen- 
ger, except in such cases as the quarantine officer deems 
it safe to give the permit before seeing the bill of health. 
The following fees may be collected by the quarantine 
officer: For giving a permit to land freight or passen- 
gers, or both, from any sailing vessel of less than 500 
tons burden, from any port out of this state, $2.50; 
over 500 and under 1,000 tons burden,* $5; each addi- 
tional 1.000 tons burden, or fraction thereof, an addi- 
tional $2.50; for steam vessels, propelled in whole or in 
part by steam, of 1,000 tons burden or less, $5; and 
$2.50 for each additional 1,000 tons burden, or fraction 
thereof; but vessels not propelled in whole or in part 
by steam, sailing to and from any port or ports of the 
Pacific States, of the United States, or territories, and 
whaling vessels entering the harbor of San Francisco, 
are excepted from the provisions of this section. 
^ The board of health may enforce compulsory vaccina- 
tion on passengers in infected ships, or coming from in- 
fected ports. 


Every pilot in charge of a vessel arriving in the port 
or harbor of San Francisco must safely moor the vessel 
in such position as the master of the vessel or harbor 
master may direct. He must prevent all persons (except 
officers of the State or Federal governments, owners or 
consignees of the vessel or cargo, and persons admitted 
on the express orders of the master) from boarding such 
vessel until she has been safely moored. To enforce 
the provisions of this section and other police regula- 
tions for the harbor, every pilot in charge of a vessel 
entering the harbor of San Francisco is authorized and 
empowered to arrest every one who, in opposition to 
the master's orders, persists in boarding such vessel, or 
who, having boarded her, refuses to leave on command 
of such master or pilot; when so arrested, he must be 
immediately brought before the police judge's court, 
or admitted to bail, as provided in the Penal Code. 

The pilotage inside the heads to the anchorage opposite 
San Francisco and about the harbor, or between the 
harbor of San Francisco and the ports of Mare Island, 
Vallejo, or Benicia. must be at such rates as agreed on 
between the parties, not to exceed $5 per foot draft. 

The following shall be the rates of pilotage into and 
out of the harbor of San Francisco: All vessels under 
500 tons, $2 per draft foot; all vessels over 500 tons, 
$2 per draft foot, and 2c per ton for each and every 
ton registered measurement; and every vessel spoken 
inward or outward bound, except as hereinafter provided, 
shall pay the said rates. A vessel is spoken by day by a 
pilot displaying a union jack, or by night displaying a 
torch or flare up within a distance of three (3) miles 
of the vessel. In all cases where inward bound vessels 
are not spoken until inside the bar, the rates of pilotage 
herein provided shall be reduced 50 per cent. Vessel? 
engaged in the whaling or fishing trades shall be exempt 
from all pilotage except where pilot is actually employed. 

In the event of a vessel not carrying cargo to the 
port of San Francisco, nor seeking any thereat is com- 
pelled to enter said port solely by reason of her being 
in distress and requiring either repairs, provisions or 
fuel, the rates of pilotage into said harbor shall be as 
follows: All vessels under 500 tons, $1 per draft foot; 
all vessels over 500 tons, $1 per draft foot and Ic 
per ton for each and every ton registered measurement: 
and every vessel spoken inward bound shall pay the said 
rates. There shall be no reduction of rates of pilotage 
to vessels in distress where the vessel is spoken inside 
the bar. In the event that the said vessel shall leave the 
port of San Francisco without carrying any cargo there- 

Jatl iMlde the HtUr EitrmRM 

from, she shall pay the last mentioned rates of pilotage 
out of the harbor of San Francisco. 

Any vessel in tow of a steam tug, between the harbor 
of San Francisco and the ports of Mare Island, Vallejo, 
or Benicia, exempt from all charges for pilotage, 
unless a pilot be actually employed. 

All vessels sailing under an enrollment, and licensed 
and engaged in the coasting trade between the port of 
San Francisco and any other port of the United States, 
shall be exempt from all pilotage unless a pilot be actually 
employed. All foreign vessels, and all vessels from a 
foreign port, or bound thereto, and all vessels sailing 
under a register between the port of San Francisco and 
any other port of the United States, shall be liable for 
pilotage and half-pilotage as provided in Section 2466 of 
this Code. 

When two or more pilots shall offer their services to 
any vessel inward bound, the pilot first offering, or one 
connected with the same boat, shall have preference, and 
if the services of another be accepted, the vessel, her 
appurtenances, and the master and owner thereof, shall 
be jointly and severally liable to the pilot entitled to such 
preference for one-half the amount of pilotage he would 
have been entitled to had his services been accepted. 

Any pilot bringing a vessel into the harbor of San 
Francisco (or one connected with his. boat) shall be 
entitled to take such vessel to sea again when she next 
departs; provided, such pilot and those connected with 
his boat have not in the meantime become in any manner 
disqualified or incapacitated; and if such preference be 
disregarded by the master of such vessel, the vessel, 
master, and owner shall be liable to the pilot entitled to 
such preference for one-half the amount to which he 
would be entitled if his services had been accepted. 

Harbor Control 

The chief wharfinger shall keep an office in some con- 
venient place upon the city front, between Market and 
Pacific Sts., which shall be kept open every day (Sundays 
and holidays excepted), from 7 a. m. till 6 p. m. * * *. 
And it shall be the duty of all |)ilots, masters of tug- 
boats, masters, owners and consignees of vessds, to 
obey all lawful orders and directions of the chief wharf- 
inger, in relation to the stationing, anchoring, and removal 
of vessels under and pursuant to such rules and regula- 
tions. The chief wharfinger is empowered to determine 
cases of collision by consent of all parties interested, and 
where damages do not exceed $300 the decision is final. 

If any master, agent, or owner of any water craft shall 
refuse or neglect to obey the lawful orders or directions 

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of the chief wharfinger in any matter pertaining to the 
regulations of said harbor, or the removal or stationing 
of any water craft, such master, agent, or owner so refus- 
ing or neglecting is guilty of a misdemeanor, ♦ * *. 

All persons are forbidden to deposit, or cause to be 
deposited, in the waters of the harbor of San Francisco, 
as described in the preceding sections, anjr substance that 
will sink and form an obstruction to navigation, without 
first obtaining permission in writing of the board of state 
harbor commissioners. * ♦ Any person violating the 
prohibition contained in this section is guilty of a misde- 

Anchorage Regulations 

1. Vessels must not be anchored nor moored between 
a line drawn from the outer end of Jackson-street Wharf 
(Pier No. 5) to the most southerly point of Yerba Buena 
Island locally known as Goat Island; thence following 
northerly along the shore line of said island to the most 
northerly point thereof; thence southeasterly to the north- 
erly pier of the Southern Pacific Co., on the Oakland 
side of the bay; thence southerly, following the three- 
fathom contour to the westerly end of the Southern Pacific 
Co.'s ferry slip near the westerly end of the southerly 
training wall of Oakland Harbor, and a line drawn from 
the outer end of Mission St. No. 1 (Pier No. 2) to the 
above mentioned ferry slip of the Squthern Pacific Co. 
Nor must they be anchored so as to permit them to 
swing over these lines and into the space formed between 
these lines. 

2. Vessels must not be anchored nor moored between 
a line drawn from the outer end of the Hay wharf to the 
lighthouse near the westerly end of the northerly train- 
ing wall of Oakland Harbor and a line drawn from the 
outer end of the most southerly wharf of the Dry Dock 
wharves at Central basin to the westerly end of the 
Southern Pacific Co.'s ferry slip near the westerly end 
of the southerly training wall of Oakland Harbor; nor 
must the vessels be anchored so as to permit them to 
^wing between said lines. 

3. Vessels must not be anchored nor moored between 
a line drawn from the most easterly point of Point Blunt 
(on Angel Island), passing over Blossom Rock as marked 
by buoy, and intersecting the 500 yard limit at a point 
directly north of the outer end of Lombard Street Wharf 
(Pier No. 27). This line projected would touch the outer 
end of Washington Street Wharf (Pier No. 3) and a 
line drawn from the northwesterly end of the grain shed 
of section 1 of the seawall, with the light on Alcatraz 
Island; and from there to Blunt Point on Angel Island; 
nor must vessels be anchored so as to permit them to 
swing between said lines. 

4. Vessels must not be anchored, nor moored, between 
a line drawn from the outer end of Mission Street Wharf 
No. 1 to the westerly point of Point Richmond; and a 
ine drawn from the outer end of Lombard Street Whan 

through the buoy anchored at the southerly spit of South- 
ampton Shoal and prolonged to opposite Point Richmond, 
nor must they be anchored so as to permit them to swing 
between said lines. 

5. Vessels must not be anchored, nor moored, within 
500 yards of a line drawn from the extreme northerly 
end of the sea wall, southerly through the extreme outer 
ends of the piers, to the outer end of Berry Street Wharf, 
nor must they be anchored so as to permit them to swing 
between said lines. 

6. Vessels must not be anchored, nor moored, be- 
tween a line drawn from the westerly end of the brick 
fort at Fort Point to the westerly end of the lighthouse 
station on Lime Point and a line drawn from the Fulton 
Iron Works to Yellow Bluff; nor must they be anchored 
so as to permit them to swing inside of these lines. 

7. Vessels must not be anchored, nor moored, be- 
tween a line drawn from Yellow Bluff to Point Knox and 
a line drawn from the southerly end of cove (south of 
Sausalito Point) to Point Stuart; nor must they be an- 
chored so as to permit them to swing inside of these 

7j^. Vessels must not be anchored, nor moored, in an 
area bounded on the seaward side by a straight line from 

Point Bonita to a point on the shore of South Bay, one- 
half statute mile to the seaward of the large cable sign 
at Baker's Beach, on the inside of a straight line running 
from a point in Bonita Cove, one-half statute mile from 
the Fort Barry Wharf (which is the only wharf in Bonita 
Cove) to a point on the shore of South Bay, one-half 
statute mile inside, or north by northeast of the large 
cable sign at Baker's Beach; nor must they be anchored 
so as to permit them to swing into this forbidden area. 

7}i. Vessels must not be anchored, nor moored, in 
an area extending from the water front of the city and 
county of San Francisco to the mouth of Oakland Creek; 
bounded on the southerly side by a line extending from 
the intersection of the northerly line of Islais Creek 
channel with the water front of the city and county of 
San Francisco, to the westernmost point of the wharf 
at the end of the Alameda mole; on the northerly side 
by a line parallel with the said southerly line and 500 
yards distant therefrom; nor must vessels be anchored 
so as to permit them to swing into this forbidden area. 

Rates of dockage 

The entire system of port charges and facilities in San 
Francisco is so rapidly undergoing changes and revisions 
that it is impractical at this time to quote definite rates 
and facilities. Information desired on this account should 
be a subject of direct inquiry. 

All bills for dockage must be paid when due, whether 
approved by the master or not. Failure to pay said bills 
on presentation will subject the vessels to be placed on 
the Delinquent List, and to the penalties provided by law. 
Errors, if any, will be rectified by the board. 

When a vessel of any kind is charged or has paid 
dockage at a wharf for any day, she may use the same 
or any other wharf during that day without further charge, 
no matter how often she may leave and return; pro- 
vided, a receipt for payment or transfer card from the 
wharfinger at the first wharf be produced; and on ap- 
plication of the master the wharfinger is required to issue 
such transfer card. 

Stevedore Rates 

Foreign wheat at Port Costa or South Vallejo ware- 
houses $0.55 

Coal, ore products 65 

Sugar in mats or baskets, at refineries 60 

Hawaiian and Philippine sugar at refineries 45 

Hawaiian and Philippine sugar at San Francisco .60 

Cement, nitrate (ship's slings) 50 

Salmon 50 

Copra, in bulk .85 

Sulphate of ammonia, fertilizer, sulphur, pineapples. .70 
Sheet iron or bar iron under 3 in. in diameter, gas 

and water pipe 1.10 

Bar iron 3 in. or over, structural iron, plates, angles, 

beams, girders, blooms 1.60 

Pig iron, ballast, chalk, cliffstone 70 

Railroad iron 90 

Coke and carbon 1.10 

Slab and block marble, up to 2 tons 2.30 

Weight, over 2 tons — Special rate. 

Bean oil, in cases £5 

Wool, hemp and cotton (measurement) 55 

General merchandise (weight or measurement, which- 
ever is greater) 75 


Wheat, flour, barley, beans, bran and oats $0.50 

When handled on dock or barge— 20c extra. 
Canned salmon and fruit and case oil (measurement) .70 

Wine, tallow, asphalt, oil and salmon in barrels .95 

Sheet iron, bar and bundle iron under 3 in. in diameter, 

gas and water pipe 1.20 

Bar iron 3 in. in diameter or over, structural iron, 
rails, machinery, pipe, plates, angles, beams, girders, 

blooms 1.65 

Scrap iron and other commodities over AflOO lbs.— 
Special rate. 

Digitized by V^OOQ IC 



Lumber, 1,000 ft. B. M 1.75 

Ties, 1,000 ft B. M 1.20 

Loading and discharging explosives 2.00 

General merchandise (weight or measurement, which- 
ever is greater) 75 

Loading and Discharging Cars 

General $0.60 

Wool, hemp .80 

Automobiles, cost, plus 10 per cent. 

Nitrate and cement 37}^ 

AH ship work and extra labor, cost, plus 20 per cent, 
for liability insurance and overhead. 

Discharging and loading cross bunkers, side pockets, 
fore and after peaks and lazarettes or tanks, 25c per ton, 
or 35c per 1,000 ft. B. M. extra. 

All weights, 2,000 lbs. Measurement, 40 cubic feet. 

Cost of Fuel 

Approximate Cost of Fuel: Good steam coal, per ton, 
2^40 pounds, about $12.50, plus 35c trimming. Fuel oil, 
per barrel, $1.48 F. O. B. ship's tanks. 

Ship Lining: Ship companies pay 7c net per ton. Cus- 
tom provides for work being done at stevedore labor 
(50c) rates, ship company buying materials. 

Ballast : Ordinary, delivered in ship, per ton, 80c. Rock, 
delivered in ship, per ton, $125. 

San Francisco has the most complete harbor belt line 
railroad switching system in the country. It connects 
all piers with the railroads entering the city with ware- 
houses and industries and with the U. S. Transport Docks. 
The switching charge on the Belt Line R. R. is $2.50 
per car, south of the Fort Mason tunnel. 

Location of Piers of San Francisco 

(North of Market Street) 
The number of the piers of the San Francisco Water- 
front begin at the Ferry Building at the foot of Market 
Street and range northward and southward from that 
point. The even numbers are to the south, while the 
odd numbers are to the north. 

Pier A— North end of the Ferry Building. 

" 1— Foot of Washington Street. 

" 3— " " Jackson Street. 

" 5— " " Pacific Street. 

" 7— " " Broadway Street 

" 9— " " Vallejo Street. 

" 11_- " " Vallejo Street. 

" 15— " " Green Street. 

" 17— " " Union Street. 

" 19_ " " Union Street. 

" 21— " " Filbert Street. 

u 23__ " " Greenwich Street. 

•' 25— " " Lombard Street 

" 27— " " Lombard Street 

" 29— " •* Chestnut Street. 

" 31— " ** Francisco Street 

u 33___ u « p^y Street 

" 35— " " North Point Street. 

" 37— " " North Point Street. 

" 39— " •« Beach Street. 

" 41— " " Jefferson Street. 

(South of Market Street) 

** 14 — South end of Ferry Building. 

" 16— Foot of Howard Street 

" 18— " " Folsom Street 

.. 20— « " Folsom Street. 

" 22— " " Folsom Street 

" 24— " " Harrison Street 

u 26— " " Harrison Street. 

" 28— " " Bryant Street. 

" 30— " " Bryant Street 

" 32— " " Brannan Street 

" . 36 — " " Townsend Street 

" 38— " " Townsend Street. 

" 40— " " Townsend Street. 

" 42— " " Berry Street 

" 44— " " Berry Street 

« 46- " " Second S Street 

" 54- " " Fourth Street. 

Third Street Wharf— Foot of Third Street. 
Channel Street Wharf— Wharf along Channel Street 
China Basin Bulkhead Wharf— Along China Basin. 
Army Street Wharf— Pier at present mouth of Islais 

Bonded Warehouses 

Broadway U. S. Bonded Warehouse, Broadway and 

Oriental Warehouse, Office Merchants Exchange. 

Sanborn, W. B., Vallejo Bonded and Free Warehouse, 
Battery and Broadway. 

Southend Warehouse Co., 631 2nd. 

Security Bonded Warehouse, Spear and Folsom Sts. 

Townsend St Bonded and Free Warehouse, 135 

Zeile, Edward C, Sea Wall U. S. Bonded Warehouse, 
1501 Sansome. 

Foreign Consuls 

Argentina— Horacio Bossi Caceres, C. G., 110 Sutter St., 
Sutter 1985. 

Belgium— F. Drion, C. G., 311 California St., Sutter 

Bolivia— Alberto Palacioa, C. G., Holbrook Bldg., Sutter 

Brazil— Victor F. da Cunha, 105 Montgomery St., 
Douglas 523. 

Chile— Arturo Lorca, C, 311 California St, Douglas 

China— Chao Hsin Chu, C. G., 617 Montgomery St., 
China 265. 

Columbia— Francisco, Valencia, C, 311 California St. 

Costa Rica— C. G., 510 Battery St., Douglas 1917. 

Cuba— B. E. Puyans, C, 58 Sutter St., Sutter 3192. 

Denmark— E. C. Schmiegelow, A. C, 408 Mills Bldg., 
Sutter 1309. 

Dominican Rep.— John Barneson, H. C, 310 Sansome 
St, Sutter 940. 

Ecuador— Dr. Manuel C. de Vaca, C. G., 235 Montgom- 
ery St., Sutter 1007. 

France— J. Neltner, C. G., 110 Sutter St., Douglas 1743. 

Great Britain— A. Carnegie Ross, H. B. M. G. C, 268 
Market St., Sutter 5290. 

Greece— M. Tsamados, C. G., Phelan Bldg., Sutter 4192. 

Guatemala— F. C. Avila, A. C. G., 460 Montgomery St., 
Sutter 192. 

Haiti — Eustorjio Calderon, C, 561 Hyde St, Franklin 

Honduras — Timoteo Miralda, C G, 341 Montgomery St, 
Sutter 2115 

Italy— Cav. Oreste da Vella, R C G, 550 Montgomery 
St Douglas 4378 

Jfapan— T. Ohta, C. G., 221 Sansome St., Douglas 5082. 

Mexico— R. P. De Negri, C. G., 519 California St., 
Kearny 1436. 

Netherlands — H. A. van Coenen Torchiana, C. G., 664 
Mills Bldg., Sutter 5039. 

Nicaragua — Alfredo Gallegos, C. G., Insurance Bldg. 

Norway— Nils Voll, 260, California St., Sutter 5993. 

Panama — Francisco Jimenex, C, 460 Montgomery St., 
Garfield 2421. 

Paraguay— M. C. Richter, H. C, 209 Post St., Garfield 

Persia— Thos. W. Firby, A. C, 828 Mills Bldg., Douglas 

Peru— Luis Alvarez Calderon, C, 510 Battery St., Sut- 
ter 6419. 

Portugal— Jose Soares, C, 345 Front St., Sutter 6919. 

Russia — Geo. S. Romanavosky, C, 701 Flood Bldg., 
Douglas 5276. 

Salvador — Carlos J. Avila, C, 341 Montgomery St., 
Douglas 709. 

Siam— H. G. W. Dinkelspiel, C, 412 Chronicle Bldg., 
Kearny— 367. 

Spain— Arthur Bland, A. C, 817 Pacific Bldg., Douglas 

Digitized by 




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Tho Dowitowi Dlttrl«t 

Sweden— Dr. Fredrik Wcsterberg, A. C, 268 Market St., 
Sutter 5288. 

Switzerland — J. Freuler, C, 440 Montgomery St., Kearny 

Uruguay — O. M. Goldaracena, C, Bank of Italy Bldg., 
Douglas 4392. 

Venezuela— Hon. C. Wm. Fisher, 112 Market St., Gar- 
field 90S. 

Customs District of the Port of San Francisco 

The Customs District of the Port of San Francisco 
comprises all that portion of the State of California north 
of the counties of Santa Barbara, with the exception of 
Humboldt and Del Norte, which form the Customs Dis- 
trict of Eureka. 

The principal officers of the Customs Service at San 
Francisco are as follows: 

Justus S. Wardell, collector of port; William B. Hamil- 
ton, special deputy collector; John S. Irby, surveyor of 
port; John P. Stone, special deputy surveyor; Jas. H 
Barry, naval officer; E. W. Maslin, deputy naval officer; 
Ed. E. Leake, appraiser; E. J. Lindquist, chief boarding 

The ordinary entrance fees for vessels arriving from 
foreign ports with cargo are $5.70 for foreign vessels 
and $2.70 for American vessels. 

The ordinary clearance fees for vessels going to for- 
eign ports, either American or foreign vessels, are $2.70. 

Foreign vessels entering from a domestic port are 
charged a fee of $2; likewise a fee of $2 for clearing to 
a domestic port. 

United States Government Offices 

Aid for Information, 12th Naval Dist, 461 
Market Sutter 6420 

Army Transport Service, Laguna Street 
Docks Franklin 921 

Assistant Supt. Naval Aux. Res., Ferry 
Bldg Sutter 7379 

Branch Office of Naval Intelligence, Bal- 
boa Bldg Sutter 1702 

Bureau of Animal Industry, Meat Inspec- 
tion and Animal Quarantine Office, Cus- 
tom House Sutter 1948 

Bureau of Animal Industry, Meat Inspec- 
tion Laboratory Appraisers Bldg Sutter 4817 

Bureau of Foreign and Domestic Com- 
merce, Custom House Sutter 1425 

Coast Guard, Custom House — 
Commanding Office, Southern Division.. Douglas 3512 
Division Engnr., Southern Division Douglas 3512 

Purchasing Office, Pacific Coast Douglas 3512 

Inspector, Thirteenth District Kearny 294 

Superintendent, Thirteenth District Kearny 294 

General Store, Appraisers Bldg Kearny 2956 

Coast & Geodetic Survey, Custom House.. Sutter 3347 

Custom Service, Wash & Battery Sutter 5353 

Special Agent, Surveyor, Naval Officer.. Sutter 5354 

Collector of Customs Sutter 5355 

Marine Dept Sutter 5356 

Chief Clerk, Barge Office, Bdwy. Dock.. Sutter 5357 

Pier 44, Pier 34, S. P. Sheds Sutter 5358 

Appraisers, Storekeeper, Appraiser's Of- 
fice, Engineer Sutter 5359 

Inspector, Santa Fe Freight Shed Park 1806 

Inspector Western Sugar Ref Mission 912 

Department of Agriculture Bureau of Crop 

Estimates, Custom House Douglas 754 

Department of Agriculture Federal Grain 

Supervision, Mer. Exch. Bldg Sutter 7456 

Department of Agriculture Bureau of Mar- 
kets Mkt. News Inspectn., 510 Battery. .Sutter 2107 
Federal Trade Comm. Atty., Examiner in 

Charge, Appraisers Bldg Douglas 1492 

Hydrographic Office, Mer. Exch. Bldg Kearny 1633 

Immigration Station, Angel Island Sutter 1743 

Steamer Angel Island. Pier 5 Sutter 1743 

Branch Immigration Sta., Apprsrs. Bldg. Sutter 3277 

Immigration Boarding Sta., Meiggs Wrf.Franklin 8545 

Internal Revenue Collector, Custom House. Sutter 1280 

Internal Revenue Agent, Custom House... Kearny 2054 

Interstate Conmierce Commission, Division 

of Valuation, Wells Fargo Bldg Sutter 4468 

Lighthouse Depot, Goat Island Sutter 3399 

Lighthouse Inspector, Custom House Douglas 1522 

Lighthouse Wharf, Pier 15 Douglas 4756 

Naval Port Guard, Pier 7 Sutter 6240 

Naval Radio Inspector 41 Drumm Sutter 1799 

If no answer call 

Expert Radio Aid Berkeley 3S26 

Arc Engineer Sunset 669 

Spark Engineer .Park 2927 

Naval Radio Station, Goat Island Garfield 1883 

Naval Radio Station, Hillcrest Randolph 544 

Naval Radio Station, 1776 48th Ave Sunset 176 

Post Office, 7th & Mission Market 301 

Quarantine Station, Angel Island Douglas 347 

Radio Inspector, Custom House Sutter 7112 

S. F. Harbor Patrol, Pier 39 Sutter 6240 

Shipping Board Emergency Fleet Corp., 

369 Pine Sutter 3780 

Shipping Board Emergency Fleet Corp., 

Dist. 7 Storehouse, Ft. of 4th Market 718 

Shipping Commissioner, Appraisers Bldg.. Kearny 840 
Supervising Inspector of Steam Vessels, 

Custom House Kearny 1 124 

War Trade Board, Custom House Douglas 2337 

Weather Bureau, Mer. Exch. Bldg Kearny 640 

Government Maritime Offices in San Francisco 

(United States Custom House) 

U. S. Custodian Service, Rm. 318, John O. Davis, cus- 

Immigration Service, Rm. 108, W. E. Walsh, inspector. 

Coast & Geodetic Survey, Rm. 309, Capt. E. F. Dickens, 

Bureau of Foreign & Domestic Commerce, Rm. 306, E. G. 
Babbitt, commercial agent. 

Lighthouse Service, Rm. 424, Capt. H. W. Rhodes, 

Radio Inspector, Rm. 526, Bernard H. Linden, inspector. 

Commissioner of Immigration, Rm. 109, Edward White, 

Customs Service, Room 317 

John O. Davis, collector. 

W. B. Hamilton, special deputy. 

N. S. Farley, deputy 1st Div. 

C. L. Brown, deputy 2nd Div. 

L. Osborne, cashier in charge 3rd Div. 

Clem G. Perkins, auditor iij charge 4th Div. 

R. H. Wilcox, act. deputy, Sth Div. 

E. P. Mattison, chief liquidator, 6th Div. 

Digitized by V^OOQ IC 



Surveyor of Customs, Room 325 
Col. John S. Irby, surveyor. 
John T. Stone, spec, deputy surveyor. 

Naval Officer of Customs. Room 825 
James H. Barry, naval officer. 
E. W. Maslin, deputy naval officer. 

Rngineer Office, U. S. Army and California Debrs. 
Conunission, Room 405 
Major L. H. Rand, corps of engineers. 
U. S. Army, Rivers and Harbors. 
Col. W. H. Heuer, corps of engineers. 

Coast Guard, Room 416 

W. E. Reynolds, senior captain, southern division. 
H. N. Butler, captain of engineers. 
Lieut P. W. Lauriat, purchasing officer. 
L. L. Bennett, aide of commanding officer. 
Otto G. Wellender, supt. of stations. 

Merchants Exchange Building 

U. S. Weather Bureau, Edward A. Beals, district fore- 

U. S. Appraiser's Stores Building 

U. S. Marine Hospital Service, Riii. 3> Dr. Robert A. 
Sherwood, physician. 

Shipping Commissioner, Rm. 11, Walter Macarthur, 

Appraiser of Merchandise for Customs, Rm. 49, E. E. 
Leake, appraiser. 

U. S. Bonded Draymen 

Overland Freight & Transfer Co. This company has 
contract for all general order goods, and for hauling all 
packages to appraiser's stores, and to haul all bonded 
merchandise; subject, however, in the latter instance, to 
the right of importer to give bond to collector and desig- 
nate his own drayman. 

Snorters and Importers 

American Asiatic Trading Co., 444 Market St. 

American Import Co., 16 First. 

American Trading Co., 244 California. 

Atkins. Kroll & Co., 311 California. 

Baruch & Co., 1216 Merchants Exchange. 

Boyes & Co., P. R., 214 Front. 

McCormick & Co., C. R. 

California Dried Fruit Trading Co., 112 Market. 

Castle Bros., 106 Pine. 

Cowen-Heinberg Co., 24 California. 

Davies & Fehon, 405 Marine Bldg. 

Dill-Crosset Co., Postal Telegraph Bldg. 

Gray, Henry & Co., 817 Sansome. 

Hamberger-Polhemus Co., 149 California. 

Hellmann Bros. & Co., 311 California. 

Havre. J. B., 1023 Kohl Bldg. 

Him Sing Chong Co., 1001 Grant Ave. 

Hind, Rolph & Co.. 230 California St. 

James- Force Co., 24 California. 

Jones, S. L., & Co., 209 California. 

Kai. O., & Co., 512 Grant Ave. 

Llata. Lowenberg & Schlegel, Inc. 

Lastreto & Co., 260 .California. 

Macondray & Co., 149 California. 

Maldonado & Co., Inc., 37 California 

McCormick, C. R. & Co. 

Mitsui & Co., Merchants Exchange Bldg. 

Mohns Commercial Company, 260 California. 

Moore, Geo. A & Co., 212 California St. 

North American Mercantile Co., 318 Front. 

Nozaki Bros., 112 Market St. 

Okada & Ichida Co., 323 Clay. 

Pacific Commercial Co.. 310 California. 

Pacific Trading Co., G. Sugihara, President, 331 Bat- 
tery St. 

Peabody, Henry W. & Co., 255 California. 

Pacific States Export & Import Co., 626 Santa Marina 

Shun Yuen Ring Co., 849 Grant Ave. 

Simmons, Thomas W., & Co. 

Solomon, C, Jr., 409 Batter> 
Spunt & Rosenfeld, L. Blum, J469 Stockton. 
Tetzen, Ch. & Co., Inc., 645 Battery. 
Thannhauser & Co., 149 California. 
Ward, Louis A., Vice Prcs. American Trading Co., 244 
Western Import Co., 112 Market. 
WilHts & Co., Inc., 1 Drumm. 


American Mercantile Co., 510 Battery. 

Blood, Harry E., Representative Paris, Allen & Co., 
N. Y., Easton, Cal. 

Charles E. Hale Co., The, 10 California. 

Ireland, B. C, 24 California. 

Jacobs, F. P. & Bros., 114 Sansome. 

Landsberger, Julius A., 1001 22d Ave., East Oakland, 

Lang & Stroh, 209 Drumm. 

Lubacs, Eugene, 45 Kearny. 

Sherwood & Sherwood, 47 Beale. 

Siegfried, John C, & Co., 268 Market. 

Wieland Bros., Inc., 309 Davis. 

Willard & Co., Leon. 833 Market. 

Woll, Chas. J., 770 Mission. 

Steamship Lines Plsdng Between San Francisco and 

Foreign Ports with Their Ports of Call 


Albers Milling Co.: Puget Sound ports. Freight. 

Albion Lumber Co.: Hobart Bldg. Mendocino Coast 

ports. Freight 

American-Hawaiian S. S. Co. (William Dimond & Co., 
Agts.) : New York, Charleston, Norfolk, Boston via 
Panama Canal. 

Arrow Line: Coos Bay. Freight. 

Atlantic-Pacific S. S. Co. (W. R. Grace & Co.): 
Charleston and New York, via Panama Canal. Occasion- 
ally stops at Norfolk. Freight. 

A Mtdtri All GImM Froit BttlldUf 

Digitized by 




Bowes & Andrews: Grays Harbor, Columbia River 
ports, San Pedro and San Diego. Freight only. 

Buehner Lumber Co.: Coos Bay. Freight. 

C. & O. Lumber Co.: 112 Market St. Brooking, 
Oregon. Freight. 

Caspar Lumber Co.: Caspar. Calif. 

J. O. Davenport: 112 Market St. Puget Sound ports. 
^ Freight. 

E. J. Dodge Co.: Eureka, Astoria, Portland, Seattle, 
Tacoma, Redondo, San Pedro, San Diego, Santa Barbara 
and all Alaska ports. Freight and passengers. 

Dollar S. S. Line. 

S. S. Freeman Co.: San Diego, San Pedro, Redondo 
and Southern California ports. Freight only. 

Hammond Lumber Co.: Eureka, San Pedro, Astoria 
and Raymond, Wash. Freight and passengers. 

Hart Wood Lumber Co.: San Diego, San Pedro, 
Grays, Harbor and Willapa Harbor. Freight and passen- 

C. M. Higgins: Mendocino, Fort Bragg, Point Arena, 
San Pedro, San Diego, Redondo. Freight and passengers. 

Hobbs Wall & Co.: Crescent City, Calif. Freight and 

Holmes Eureka Lumber Co.: Monadnock Bldg. 
Eureka, Calif. Freight. 

J. H. Huddard & Co.: 110 Market St. Grays Harbor, 
San Pedro, San Diego. Freight. 

E. T. Kruse Co.: Bandon Ore. Freight and pas- 

F. Linderman: Grays Harbor, Columbia River and 
Puget Sound ports. Freight only. 

Little River Redwood Co.: 112 Market St. Eureka. 

Loop Lumber Co.: All Columbia River and Puget 
Sound ports— Central Basin. Freight only. 

Luckenbach S. S. Co., Inc.: San Francisco and Phil- 
adelphia and New York, via Panama Canal. Freight 

Maple Leaf Line (E. C. Evans & Sons): West bound: 
New York and Savannah, via Panama Canal to San Fran- 
cisco. Eastbound: Puget Sound and Columbia River 
ports to San Francisco. Freight only. 

Matson Navigation Co.: Honolulu and Hawaiian 
ports. Freight and passengers. 

C. R, McCormick Co.: San Diego, San Pedro, Grays 
Harbor, Columbia River and Puget Sound ports, also 
ports outside of California. Freight and passengers. 

Pier Use, Size, and Berthing Space 

Name or 
Number of Pier 

Section "C" 
Fish Wharf. 
Pier No. 41 
Pier No. 39 
Pier No. 37 
Pier No. 35 
Pier No. 29 
Pier No. 27 
Pier No. 25 
Pier No. 23 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 24 
Pier No. 26 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 
Pier No. 



Pier No. 40 

Piers Nos. 42 and 44. 

Pier No. 46 

Berry Street 

Third Street 

Channel Street 

China Basin 

Pier No. 54 

Central Basin 

Army Street 

Seawall Lots (27). 
Coal Hoppers 

Use of Wharf 

Fish Boats 





China Mail 

River Boats 


River Boats. . . . . 
Parr-McCormick . 

River Boats 

Gulf Mail 

Coal Bunkers 

T. K. K 

River Boats 


River Boats 

River Boats 


Crowley & U.S... 

Pac. S..S. Co 

Pac. S. S. Co 

Pac. S. S. Co 

C. Nelson Co 

Pac. S. S. Co 

Grace & Co 



U. S. Ship. Board. 

W. Pacific Ry 

T. K. K 

Pacific Mail 

S. F. & P 

Pac. Mail (each) . . 

Unassigned , 

Pope & Talbot 

Tugs, etc 

Lumber, etc 

Santa Fe 

Santa Fe 


Union Lumber Co. 

Size of 





f 70x560 \ 







































































































Digitized by 




Chas. Nelson Co.: Seattle, Tacoma, Everett, Pert 
Angeles, Eureka and Areata. Freight and passengers. 

Oceanic S. S. Co. (J. D. Spreckles & Bros.) : Honolulu. 

Olive J. Olson S. S. Co.: All vessels on Atlantic. 

Pacific Mail & Timber Co.: Coos Bay. Pass-Mdse. 
First National Bank Bldg. 

Pacific S. S. Co.: 112 Market St. Seattle, Tacoma, 
Bellingham, Everett, Port Townsend, San Pedro, San 
Diego and Alaska ports. Freight and passenger service. 

Parr-McConnick S. S; Co.: Fife Bldg.. 8th floor. 
Coast ports. 

Rolph Navigation & Coal Co.: Owners of American 
ships Annie M. Reed, Golden Gate, Celtic, Monarch, Golden 
State, Golden Shore, Encore, Eaward May, St James. 
Own and operate only coal bunkers on San Francisco water 
front capacity 6000 tons. In addition own barges In- 
vincible, Isaac Reed, Chas. B. Kenney, Alden Besse, and 
Electra, used exclusively for bunkering of steamers in 
San Francisco Bay. Coal supplied with utmost dispatch. 
Owners of ocean-going tug-boats Dreadnaught, Undaimted 
and Relief. First two are most modern and most power- 
ful tugs of their size in the world. 

The San Francisco & Portland Steamship Co.: Freight 
and passengers. Sailings from Pier 40 every sixth day 
for Astoria and Portland, Ore., and Los Angeles, Cal. 

Coos Bay Lumber Co.: Coos Bay, Oregon. Freight 
and passengers. 

Sudden & Christensen: San Diego, San Pedro, Grays 
Harbor, Columbia River and Puget Sound ports. All 
California and Oregon ports. Freight and passengers. 

Union Lumber Co.: Fort Bragg, Calif. Freight and 

Williams Dimond & Co.: 310 Sansome St. Atlantic 
Coast ports and Cuba, porcien 

American Asiatic Co.: Local address, Alaska Coml. 
Blgd. Regular service between San Francisco and Vladi- 
vostok and points in Japan and China. Freight only. 

Atkins-KroU & Co.: Local address: 311 California 
St Australian ports. 

Bank Line Trading & Transportation Co.: Local ad- 
dress, American Nat. Bank Bldg. Hongkong and Asiatic 

Bum»»Philp Co.: Local address, Merchants Ex- 
change Bldg. Australian ports. 

W. J. Byrnes & Co.: Local address, 405 Washington 
St. S. S. Fukui Maru, Yokohama and Kobe. 

China Mail S. S. Co.: Local address, 416 Montgomery 
St San Francisco and Oriental ports. 

Cunard S. S. Co.: Local address, 501 Market St 

Dollar S .S. Line (Robert Dollar Co.): Vancouver. 
Freight only. 

East Asiatic Co., Ltd. (Pacific Line) (Otto Jelstrup, 
Agt.) : Westbound: Copenhagen, Gottenberg, Christiana, 
Antwerp, London and Genoa to San Francisco via Panama 
Canal. Eastbound: San Francisco to Christiana, Gotten- 
berg and Copenhagen. Orient: San Francisco to China, 
Japan and Vladivostok. 

Gulf Mail S. S. Co.: Local address. Mr. Smith, Agt 
San Francisco to West Coast of Mexico, including Mazat- 
lan, Santa Rosalia, Guaymos, etc. 

Gulf & Pacific Navigation Co.: Local address. A new 
line. Will own and operate boats connected with the 
Gulf Mail S. S. Co. H. W. Deas, H. H. K. Smith and 
N. Bartning, incorporators. 

Harrison Direct Line (Balfour Guthrie & Co., Agts.): 
San Francisco to London and Liverpool, via Panama Canal. 
Freight only. 

International Shipping Co.: Local address. 16 Cal- 
ifornia St Marine agents Java, Macassar, Celivi Islands; 
Manila and Hongkong. 

Java-China- Japan Line (J. D. Spreckels & Bros Co.): 
.San Francisco and Netherlands East Indies, via Hong- 
kong and Manila. 

Maple Leaf Line (E. C. Evans & Sons, Agts.): West- 
bound: New York and Savannah, Colon, Buenaventura, 
Corinta, Las Union. Guaymos, Mazatlan, Prince Rupert, 
Port Mann, Victoria and Vancouver to San Francisco, 
via Panama Canal. Eastbound: San Francisco and Santa 
Rosalia, Avonmouth, Swansea, Dunkirk, via Panama Ca- 
nal. Freight only. 

Pan-American Line 



Operating a 
regular line 
of steamers 

San Francisco 

Central and 
South Amer- 
ican ports 




Cable Address: **Panamerica*' 

Digitized by 





Merchants' Line. (North Pacific. Division) : ( W. R. 
Grace & Co., Agts.). San Francisco to Manzanillo, Sal- 
ina Cruz, Champerico, San Jose de Guatemala, Acajutla, 
La Union, Punta Arenas, Balboa, Buenaventura, Paito, 
Callao, WoUendo, Arica, Iquique, Toctilla, Antofagasta. 
Taltal, Coquimbo, and Valparaiso. Freight and passen- 

Nitre S. S. Co. (E. C. Evans & Sons, Agts.): Seattle, 
Portland and San Francisco to Glasgow and Avonmouth. 

Norway-Pacific Line: Local address, American Nat. 
Bank Bldg. 

Oceanic S. S. Co. (J. D. Spreckels & Bros. Co., 
Agts.): Sydney Short Line (three weekly sailings) 
direct route between San Francisco, Hawaii, Samoa and 
Australia. Freight and passengers. 

Osaka Shosen Kaisha: Local address, 625 Market St. 
H. Yamonai, manager. 

Pacific S. S. Co.: San Francisco and Victoria and 
Vancouver. Freight and passengers. 

Pacific Islands Line (Atkins & Kroll, Agts.): Guam 
and Manila, and all Pacific Islands. 

Pacific Mail S. S. Co. (Coast-wise service to Mexico 
and Central America.) : San Francisco and Mazatlan, 
San Bias, Manzanillo, Acapulco, Salina Cruz, Ocos, Cham- 
perico, San Jose de Guatemala, Acajutla, La Libertad, La 
Union, Amapala, Corinto, San Juan del Sur, Punta Arenas 
and Balboa. Freight and passengers. Mancho, Hbngkong, 
Calcutta, Singapore, Colombo. (Trans-Pacific service) : 
Honolulu, Yokohama, Kobe, Shanghai, Hongkong, and 
Manila. (Manila-East India service) : Manila, Saigon, 
Singapore, Calcutta, and Colombo. 

Pacific Sunset Line: Local address, Fair & Moran 
Fife Bldg., 683 Market St. S. S. Costa Rica for Mexican 
and Central American ports via Los Angeles. Passengers 
and freight. 

C. Henry Smith, Inc.: Local address, 311 California 
St. Guayaquil, Callao, Arica, Antofagasta, Valparaiso. 
Freight and combustibles. 

J. D. Spreckels Bros. Co.: Local address. 60 Califor- 
nia St., Yokohama, Kobe, Nagasaki, Hongkong, Singa- 
pore, Batavia, Semarang, Soerabaia and Manila. 

Struthers & Dixon, Agents: Local address, 244 Cal- 
ifornia St. Yokohama and Kobe, Dairen and Shanghai. 
Freight and combustibles. 

Toyo Kisen Kai^ia: Local address, entire 3rd, 4th, 
and 5th floors, 625 Market St., San Francisco and Hono- 
lulu to Yokohama, Kobe and Nagasaki. Freight and 

Trans-Oceanic Co.: Local address, Alaska Coml. Co. 
Bldg. Yokohama and Kobe. 

Union S. S. Co. of New Zealand, Ltd.: San Francisco 
to Papeete, Tahiti, Rarotonga, Cook Islands; Wellington, 
New Zealand (connecting with Union S. S. Co. local 
steamers for all New Zealand coast ports) ; Sydney, Aus- 
tralia (connecting with Interstate Coastal steamers for all 
Australian ports and Tasmania). 

U. S. Army Transports: San Francisco and Guam. 
Nagasaki and Manila. 

Weir S. S. Co.: Local address, American Nat. Bank 
Bldg. Capt. Kennedy. Tramp ships. 

Wilson Bros. Co.: Hoquiam and Aberdeen. Freight 
and passengers. 

E. K. Wood Lumber Co.: Bellingham, Hoquiam, 
Portland, San Pedro and Columbia River ports. Freight 
and passengers. 



Position: Latitude 14 degrees north, longitude 90 
degrees 53 minutes west. 

Population: 3,000. 

Imports: Lumber, flour, potatoes, tallow, canned 
goods, cotton goods, hardware, woollens, machinery, 

Exports: Coffee, hides, sugar, deer-skins, india- 
rubber, etc. 

Accommodation: It is an open roadstead, ships ly- 
ing about 1/2 mile from the shore. The bottom is of 
hard sand, not very good holding ground. During the 
months of June, July, August, September and October 

this port is visited by violent wind storms, called 
"Chubascos" generally from the southeast, and ac- 
companied by rain; these usually occur in the evening 
and come on with slight warning. It is always advis- 
able for ships to be prepared for these occurrence*. 
There is an iron wharf extending 900 feet from the 
shore, where all cargo is embarked or disembarked by 
means of lighters to and from the ships. The working 
capacity of the port is 400 to 500 tons per day. There are 
no lights. Vessels of any sizfe can call here. Anchorage 
is in 10 to 14 fathoms of water. An artesian well sup- 
plies good water in abundance. Flour, meat, canned 
goods, and some vegetables may be obtained at this 
port, but it is necessary to make arrangements in ad- 
vance. There is a native doctor. A good hos[>ital and 
excellent doctor are to be had in Guatemala City. San 
Jose is connected with Guatemala City by the Central 
Railroad. A railway line was finished in January, 1908, 
between Guatemala City and Puerto Barrios on the At- 
lantic coast, so that there is now a line of rails across 
the Republic from San Jose on the Pacific to Puerto 
Barrios on the Atlantic. The port as a rule is fairly 

Port Charges: Ballast, $2.50 gold per ton. alongside. 
Labor, afloat, $36 per lighter per trip, overtime double. 
Bill of Health, foreign ships to American ports, $5 gold. 
American ships, free of charge. For supplementary 
bills of health all payments are made in paper. Wharf- 
age dues, Steamers, $25, currency. Agency fee, steam- 
ers, $128 currency. Water, about Ic per gallon. 



Position: Latitude 11 degrees 11 minutes north, 
longitude 85 degrees 48 minutes west. 

Population : 3,000. 

Accommodation: The harbor can be entered by the 
largest vessels, and is considered safe, except from 
September to May. There is a lighthouse on the top 
of a hill on the right of the entrance to the harbor, 
visible for about 3 miles. The anchorage is near three 
buoys marked "Cable". 

Pilotage: $1.50 per foot. 

Port Charges: Lighterage, $1 per ton. Port dues. 
Merchant vessels, 10c per ton. Fresh water, scarce 
during the summer season, and bad in quality. 

Provision: High. 

There is a duty of 5 per cent net on the invoice 
value of all merchandise imported for consumption. 


British North Borneo 

Position : Latitude 1 degree 33 minutes north, longitude 
110 degrees 20 minutes east 

Population: 600,000. 

Pilotage : $1.00 per foot. 

Port Charges : No harbor dues. Light dues, 3c per ton. 

Accommodation: Depth at low water in chaunnel, 3 
fathoms. Spring rise 18 feet. Neap rise 10 feet There if 
deep water for vessels of 1,000 tons alongside wharf. 
Kuchang possesses several wharves. Coal hulks in river; 
15-ton crane; dry dock, can accommodate any vessel com- 
ing up river. 

Imports : Cloth, brassware, tobacco, salt, opium, crockery- 
ware, rice, wines, beer, spirits, tea, ironware, provisions. 

Exports: Timber, beeswax, canes, pepper, camphor, 
fish, sago-flour, gutta percha, diamonds, gold, quicksUTer, 
antimony, india rubber. 



Latitude 47 degrees 36 minutes 18 seconds north, 
longitude 12 degrees 20 minutes 20 seconds west 

Population estimated by Polk Directory Company, 

Digitized by 




The value of commerce during the past ten years 
through the Washington customs district, of which 
Seattle is headquarters and chief port, shows a total 

increase of 983.2 per cent. The figures for each year 
are given below: 

Years Exports Imports Total 

1909 $ 26,518,274 $ 28,611,494 $ 55,129,768 

1910 32,187,901 23.837,633 56,025,534 

1911 48,629,936 35,863.636 84,493,572 

1912 67,435,432 47,935,554 115,370,986 

1913 63,123,589 51,833,196 114,956,785 

1914 47,951,445 62,872^7 110,823,732 

1915 89,205,315 88,023,482 117,228,797 

1916 198,747,108 161,779,832 360,526,940 

1917 289,078,275 196,210,883 485,289,158 

1918 296,190.778 300,990,136 597,180,914 

Seattle is 120 miles from Tatoosh island, commonly 
called Cape Flattery, the entrance to the Straits of Juan 
de Fuca. Elliott Bay, the harbor of Seattle, has about 12 
miles of shore Ime, and the city and wharves are grouped 
about this bay. There is from 20 to 45 fathoms of water 
for anchorage in the fairway. The shore line is 193 
miles, 53 miles of which are on Elliott Bay, and 140 
miles along Lake Union, Salmon Bay, Lake Washington, 
Lake Washington Canal and the Duwamish Waterway. 
There are 90 miles devoted to commercial purposes. 

Lake Washington Canal 

A canal, connecting Puget Soimd at Shilshole bay, the 
north end of the city, with Lake Washington, extending 
for 10 miles along the eastern side of the city was opened 
July 4, 1917. The total length of the canal is about 10 
miles, and gives Seattle two fresh water harbors in Lakes 
Union and Washington with a total shore area of more 
than 140 miles, and with excellent frontage available for 
shipping and industrial development. Two parallel locks 
give entrance to the canal from Shilshole bay. The larger 
lock is 825 feet long between gates, 80 feet in width, 
and with maximum draft of 36 feet. The smaller lock, 
desired for small craft, is 150 feet in length, with 
maximum draft of 16 feet. With the exception of the 
gates in the Panama canal, these are the largest ever 
built by the United States. 


Pilotage on Puget Sound is not compulsory, nor is 
there any definite cruising grounds for pilots. A licensed 
pilot, however, meets ships at Port Townsend or Port 
Angeles, in the Straits of Juan de Fuca, according to 
contract, and a competent pilot may be secured at any 
port on Puget Sound on short notice. All foreign steam- 
ship companies making regular sailings employ their own 
pilots. There are no rocks or other obstructions to navi- 
gation in the fairway. 

SMtlti if Newer Seattit Buslaeet Dlstriet 

Digitized by 




Aids to Shipmasters 
Shipmasters entering the Port of Seattle are notified 
that the Port Warden s office, located on Pier 1, foot of 
Yesler Way, maintains a wireless station, which is at 
the disposal of shipmasters at any time between 8:00 
a. m. and 5:00 p. m. Masters are particularly requested 
to make use of this station when entering the Sound, 
for securing wharfage, making arrangements for coaling, 
victuals, berthing, or for any other purpose. There are 
no charges whatever for this service, and the Port War- 
den will transact such business as does not conflict with 
ordinances. The. signal call is KPE. Telephone Main 

Harbor Protection 

Seattle harbor is efficiently protected at all hours of 
the day and night by police patrol under the direction of 
the Port Warden. The police launch maintains wireless 
apparatus, fire fighting apparatus and lifesaving devices. 
In cases of necessity, call Main 6000. 

The harbor department of the City of Seattle, under 
control of the port warden, furnishes free of charge on 
application to those interested, a map of the central 
waterfront district, showing the lengths of piers, depth 
of water, distance between piers and location of spur 
tracks on piers. Also a copy of the harbor ordinances. 

A graphic tide chart showing the tides at Seattle for 
the ensuing year. 

A list of life saving appliances for free use in case 
of emergency. 

Seven buoys are maintained by the harbor department 
for the benefit of commerce. A very nominal charge is 
maintained to prevent abuse. 

The city maintains two large fire tugs in the central 
district which will respond to calls for assistance of vessels 
in distress in waters over which the city of Seattle has 

Cost of Fuel 

Soft coal, suitable for ocean-going vessels, is cheaper 
at Seattle than at any other port on the Pacific Coast 
The average price at Seattle during 1918 for steaming 
coal was $6.25 per ton. 

Fuel oil costs the same at Portland and Seattle, and 
is 5 cents per barrel higher at Vancouver, B. C. At San 
Francisco it is 15 cents per barrel lower. The average 
price for 1914 was 90 cents per barrel. The average 
price in January, 1915, was 80 cents per barrel. 

Survey of -Terminal Facilities 

1. Average depth of water at low tide, feet 33 

2. Spur tracks, capacity in cars: 

(a) Shipside 500 

(b) Undside 2,000 

3. Mechanical handling equipment: 

Kind Modern 

Lifting capacity, tons 3,000 

4. Wharf dimensions : 

(a) Covered shed area: 

1. Square feet 2,500,00(^ 

2. Cubic feet 9,000,000 

3. Average floor load capacity, sq. ft. 600 

(b) Outside area: 

1. Square feet 1,000,000 

2. Average floor load capacity, sq. ft 500 

5. Storage capacity (in tons) for merchandise: 

1. Wharf shed 250,000 

2. Warehouse 250,000 

3. Open space 200,000 

6. Storage capacity (in cars) of steel and heavy 

machinery : 

1. Wharf 3,000 

2. Open space ; 1,873 

7. Waterside cold storage capacity in tons .* ^ 35,000 

8. Waterside fuel facilities: 

(a) Coal: 

1. Storage capacity in cars 12,000 

2. Delivering cap'ty in tons per hour 10,000 

(b) Oil: 

1 Storage capacity in gallons 12,500,000 

2. Delivering cap'ty in gals, per hour 1,000,000 

9. Waterside grain storage : 

(a) Capacity in tons 100,000 

(b) Delivering capacity in tons: 

1. Bulk grain 3,000 

2. Sacked grain 17,500 

10. Dry docks capacity, tons 50,000 

11. Number of 400-foot vessels which can be 

simultaneously accommodated loading or 
discharging 80 

12. Number of tons which can be loaded on such 

vessels per 24 hours under normal conditions : 

(a) General merchandise 60,000 

(b) Steel and heavy machinery 50,(X)0 

(c) Lumber, feet board measure 6,500,000 

(d) Grain: 

(a) Bulk 10,000 

(b) Sacked 48,000 

Wharves and Warehouses 

Commercial Wharves. 

(Note: These wharves are listed in their order from 
south to north.) 

Frank Waterhouse & Company has acquired consider- 
able water front property in the west entrance of west 
waterway and plans construction of large terminals for 
oversea shipments. 

East Waterway Dock St Warehouse Co.: Location 
West Han ford St and Kitsap Ave. Operators, Rogers 
Brown & Co. Width 112 feet length 600 feet. Capacity 
10,000 tons. Warehouse width 100 feet, length 600 feet 
Capacity 8,000 tons. Oil tanks for 1,000,000 gallons. 
Berthing space 800 feet ; depth of water at low tide 30 feet 
Cost of construction $300,000. 

Hanford Street Wharf: Foot of Hanford St. Owned 
and operated by Port of Seattle. 1,500 feet long, 1,000 on 
south side, and 479 feet on East Waterway, by 120 feet 
wide. Storage sheds 90x1,248 feet, of which 780 feet 
is 2- story, each with 20- foot ceiling. Frame and sheet 
iron construction with automatic sprinkler system. Goods 
handled to second floor by electric elevator conveyor. 
Joint trackage by all railroads to three tracks on wharf. . 
Concrete grain elevator adjacent with capacity of 500,000 
bushels. Delivers sacked grain into second story of sheds, 
and bulk grain by conveyor direct to vessels, loading two 
hatches at once at any point along 780- foot conveyor. 

C. M. & St P. Ry. Wharf (Ocean and Sound dock} : 
Foot Lander St Owned and operated by Chicago, Mil- 
waukee & St. Paul Ry. 550x145 feet, with dock house 
and bonded shed 115x500 feet 13,133 tons capacity. 
Served by two tracks with joint switching privileges by 
all railroads. Berthing space of 550 feet Depth of 
water 30 feet at low tide. 200-foot gridiron adjacent for 
use by tug companies. Car ferries for Puget Sound 

^tacy Street Wharf: Foot Stacy St. Owned by Port 
of Seattle; terminals in conjunction with Lander Street 
wharf 100x814 feet. Shed 90x730 feet. Slip between 
wharves, and outside. 2,180 feet berthing space. 35 feet 
of water at low tide. Both sheds, 19,147 tons capacity. 

Lander Street Wharf: Foot Lander St. Owned by 
Port of Seattle. Transit shed 90x750 feet. Depressed 
tracks on both wharves connecting with joint tracks used 
by all railroads. 

Pacific Coast Ry. Track Wharf: Foot Connecticut St. 
750 feet berthing space for carload freight 25-50 feet 
of water at low tide. 

Union Pacific Dock: Location foot of King St. Width 
208 feet length 575 feet; capacity 10,000 tons. Ware- 
house 523x160 feet 10,000 tons capacity. Berthing space 
for two 400- foot boats, depth of water at low tide, 30 
feet Cost of construction, $300,000. 

Pier D: Near foot King St. Owned by Pacific Coast 
Co. Operated by Pacific S. S. Co. 1,300 feet berthing 
space. Freight and passenger warehouse, 12,000 tons 
capacity. Thirty feet water at low tide. 

Pier C: Foot Jackson St Owned by E^fres & Seattle 
Drayage Co. 805 feet berthing space. Freight and pass- 
enger warehouse. 6,000 tons capacity. 30 feet water at 
low tide. 

Digitized by 




Pier B: Foot of Washington St. Owned by Pacific 
Coast Co. Operated by Pacific S. S. Co. 924 feet berth- 
ing space. Freight and passenger warehouse, 6,000 tons 
capacity. Thirty feet water at low tide. 

Pier A: Near foot Washington St. Owned by Pacific 
Coast Co. General freight wharf. 886 feet berthing space. 
Storage warehouse, 5,000 tons capacity. 30 feet water 
at low tide. 

Pier 1: Foot Yesler Way. Owned by Northern 
Pacific Ry. Operated by Canadian Pacific S. S. Co. 
840x120 feet. Warehouse 840x100. Capacity 20,000 tons. 
Track capacity 20 cars. Adjustable slips. Modern wait- 
ing rooms and offices. Headquarters of port warden, 
whose wireless call is KPE. One of most modern wharves 
in city. 40 feet water at low tide. 

Pier 2: Foot Yesler Way. Owned by Northern 
Pacific Ry. Operated by Alaska S. S. Co. 770x120 feet 
with 1,400 feet berthing space. Warehouse 750x100 feet. 
Capacity 17,000 tons. Track capacity 18 cars. Adjustable 
slips. Electric crane, capacity 25 tons. 

Colman Hock: Foot Columbia St. Owned and 
operated by Colman Dock Co., B. F. Morgan, Mgr. Ter- 
minal of Puget Sound Navigation Co., Navy Yard Route, 
McDowell S. S. Co., and several Puget Sound lines. 
700x115 feet. 1,400 feet berthing space. Overhead walk 
leads from business district to waiting room, from which 
most of Sound passenger traffic originates. Adjustable 
passenger gangplanks. Adjustable freight slips. Barlow 
marine elevator. Has accommodations for 14 Sound steam- 
ers at one time. Offices on north side of overhead walk. 

Grand Trunk Dock: Foot Madison St. Owned and 
operated by Grand Trunk Pacific Co. Terminals of Paci- 
fic S. S. Co, and Grand Trunk Pacific. New dock 
605x116 feet 1,200 feet berthing space. 12,000 tons 
capacity. Storage room on second floor served by elevator, 
400 tons capacity. No obstructions on wharf, being open con- 
struction, semi-fireproof. Adjustable passenger slips. De- 
pressed freight tracks. Offices and waiting-room at street 
end. One of the most modem docks of latest type construc- 
tion and capable of handling immense business. Overhead 
bridge to business district. Depth of water 55 feet. 

Pier 3 (Galbraith Dock) : Foot of Spring St. Owned 
bv Northern Pacific Ry. Operated by Galbraith, Bacon & 
Co. Terminal for Island Transportation Co., Merchants 
Transportation Co., Puget Sound Naval Station Route, 
Kitsap County Transportation Co., and other local lines. 
Hay, grain and general freight wharf. 300x150 feet. Cap- 
acity 10,000 tons. Two spur tracks. Depth of water, 25-40 
feet. Warehouse 284x133 feet. 

Pier 4: Foot Seneca St. Owned by Northern Pacific 
Ry. Operated by Dodwell Dock & Warehouse Co. Ter- 
minus of fleet of Border Line Transportation Co. 325x100 
feet Warehouse 300x80 feet, capacity 8,000 tons ; 40 feet 
water at low tide; 750 feet berthing space. 

Pier 5 (Arlington Dock) : Foot University St. Owned 
bv Northern Pacific Ry. Operated by Arlington Dock Co. 
Terminal of Royal Mail Steam Packet Co. 350x140 feet 
Two-story warehouse 336x100 feet Capacity 20,000 tons. 
800 feet berthing space. 40 feet water at low tide. 

Pier 6: Foot University St Owned and operated by 
C. M. & St P. Ry. Terminal of Osaka Shosen Kaisha. 
460x160 feet 200 feet berthing space. Warehouse 459x 
120 feet 11,000 tons capacity. 40 feet water at low tide. 
Used exclusively for handling Oriental freight. 

Pier 7 (Schwabacher Dock): Foot Union St Owned 
and operated by Schwabacher Dock & Warehouse Co. 
Terminal Humboldt S. S. Co, 964 feet berthmg space. 
Warehouse 5,440 tons capacity. 40 feet water at low tide. 

Pier 8: Foot Union St Pacific Net & Twine Co. 
1,226 feet berthing space. Net and ship chandlery ware- 
house. 7,810 tons capacity. Headquarters for fishing 
fleet 40 feet water at low tide. 

Piers 9 and 10 (Virginia Street Docks) : Foot Virginia 
St Owned by Gaffney Estate. Operated by Virginia 
Street Dock & Warehouse Co. Terminal for W. R. Grace 
& Co., Chas. Nelson Co., Matson Navigation Co., North- 
western Fisheries Co. 350x290 feet Two warehouses, 
14,000 tons capacity. Two depressed tracks and one high 
line track. Connected by electric conveyor with brick 

warehouses across Railroad Ave., with 12,000 tons dead 
weight capacity. 

Pier 11: Foot Virginia St. Owned by Pacific Coast 
Co. 550 feet berthing space. Warehouse 7,000 tons 
capacity. 40 feet water at low tide. 

Pier IIB (Quartermasters' Dock): Foot Lenora St. 
Operated by the United States Quartermasters' Department 
for use of government traffic. 

Bell Street Wharf: Foot of Bell St Owned and 
operated by Port of Seattle. Quay wharf 1,200 feet front- 
age. Two-story warehouse, 70x950 feet 14,000 tons ca- 
pacity. Motor boat harbor in rear of wharf. 40 feet water 
at low tide. Specially constructed for coastwise traffic. 
Passenger waiting rooms. Overhead bridge connects with 
business district Three combination elevators and slips. 
Depressed tracks. 

Pier 12: Foot Wall St. Owned and operated by 
Galbraith^ Bacon & Co. 500x100 feet. Warehouse 12,000 
tons capacity. 30 feet water at low tide. Used as hay and 
grain warehouse and shipping wharf by owners. 1,200 
feet berthing space. 

Pier 14: Foot of Broad St. Ainsworth & Dunn, 
owners. Operated by Dodwell Dock & Warehouse Co. 
Ltd. Terminal Border Line Transportation Co., Blue 
Funnel Line, 550 feet long. Berthing space 1,060 feet 
Served by depressed and surface tracks. Two-story 
warehouse, 10,800 tons capacity. 30 feet water at low 
tide. Barlow marine elevators, folding platforms and 
electric conveyor to second floor of warehouse. 

Smith's Cove Wharf: Owned and operated by Great 
Northern Ry. At Smith's Cove. Wharf 1,600 feet berth- 
ing space on one side. Warehouse for general freight 
30,050 tons capacity. 38 feet water at low tide. Terminal 
of Nippon Yusen Kaisha. 

Smitii's Cove Wharf: Additional terminals owned by 
Great Northern Ry. Total length of dock, 1,800, with a 
dredged slip 120 feet wide at the bottom and to a depth 
of 35 feet below tide. The improvement on the dock 
will consist of a warehouse 150x800 and open platform 150x 
1000 feet; together with two tracks on the slip side of the 
dock, six tracks on the opposite side. The construction 
will consist partly of heavy riprapped fill and partly of 
creosoted piling. The estimated cost is $750,000. 

Smith's Cove Elevator & Dock: Owned and operated 
by Great Northern Ry. At Smith's Cove. Wharf 700 feet 
straight berthing space. Grain and oil warehouse and ele- 
vator with all modern appliances for loading and un- 
loading cargoes. 17,800 tons capacity of warehouse. 28 
feet water at low tide. 

Smith's Cove Wharf: Foot Eighteenth Ave. W. 
Owned and operated by Port of Seattle. Largest wharf 
in Northwest 2,580 feet by 310 feet Center of wliarf 
filled ground. Four railroad tracks, all depressed in 
center, and outside tracks. U-shaped warehouse at south 
end of wharf, each arm 600x97 feet. Portion of wharf 
open, particularly designed for handling lumber. Traveling 
gantry crane. Complete fire protection. Shear leg derrick 
of lOO tons capacity. Steam locomotive crane of 15 tons 
capacity are part of the equipment Dredged channel at 
each side of wharf 120 feet wide. 35 feet water at low 
tide. Capacity of wharf unlimited in weight, account of 

Salmon Bay Wharf: Owned and operated by Port 
of Seattle. Designed for use of fishermen only. Has all 
facilities for use of fishing fleet Wharf 500x300 feet 

(Note: By a recent arrangement, all wharves are con- 
nected with all railroads entering Seattle, each wharf 
having trackage, and this trackage being directly connected 
with join tracks.) 

Private Commercial Wharves 
(Note: This list of wharves comprises those belonging 
to industries located among the commercial wharves of 
the port, and which are made use of by steamers in load- 
ing cargoes direct from the industry. They are listed in 
order from south to north.) 

King & Winge: West Seattle. Boat slip and repair 

Novelty Mill Co.: Alki Ave. Wharf. 100 feet berthing 
space. Flour mill and warehouse. 19 feet water at low 

Digitized by 




West Seattle Elevator: Alki Ave. 460 feet berthing 
space at wharf. Elevator and storage warehouse for grain. 
41 feet water at low tide. 

Colman Creosoting Works: West Waterway. Timber 
and pile creosoting plant. ' 300 feet berthing space at 
wharf. 30 feet water at low tide. 

Schwager & Nettleton Mills: West Waterway. Lum- 
ber mills. Wharf 870 feet berthing space. 35 feet water 
at low tide. Mill has 7,000,000 feet annual capacity. Larg- 
est mill adjacent to water at Seattle. 

Fisher Flourine Mill: West Waterway. Flour mills 
and wharf with 400 feet berthing space. 30 feet water at 
low tide. Storage warehouse for 19,000 tons. 

Chas. H. Lilly & Co. Dock: Location, Harbor Island. 
Width of wharf 167 feet, length 125 feet; capacity 500 
pounds to square foot. Warehouse 137x115 feet; capacity 
500 pounds to square foot. Depth of water at low tide, 
30 feet. Cost of construction $15,000. 

Commercial Boiler Works Wharf: Foot Lander St. 
Occupied by Commercial Boiler Works, Seattle Machine 
Works, Westerman Iron Works, etc. 750 feet berthing 
space. 30 feet water at low tide. Marine repairs of all 

San Juan Fish Co.: Foot Stacy St. Wharf with 350 
feet berthing space. Warehouse for fish storage. 25 feet 
water at low tide. 

Hammond Milling Co.: Railroad Ave. and Water- 
way. Flour mills and wharf with 600 feet berthing space. 
Mill of 7,000 barrel capacity. 31 feet water at low tide. 

Albers Bros. Milling Co.: Foot Massachusetts St. 
Flour mill and wharf. 500 feet berthing space. 30 feet 
water at low tide. Warehouses 50,000 bushels capacity. 

Dry Dock: Skinner & Eddy, foot of Atlantic St. 
Dimensions, 850x85 feet. Capacity, 160,000 tons. Berthing 
space of 900 feet 

Pioneer Sand & Gravel Co.: Foot Weller St. Sand 
and gravel bunkers. Wharf with 40 feet berthing space. 

Reliable Oyster & Fish Co.: Foot Stewart St. Wharf 
330 feet berthing space. 2,200 tons capacity. Fish ware- 
house. 40 feet water at low tide. 

Booth Fisheries Co.: Between Wall and Vine Sts. 
Wharf. 512 feet berthing space. Fish warehouse. 25 feet 
water at low tide. 

Whiz Fish Dock Co.: 1525 Railroad Ave. 

Richmond Beach Sand & Gravel Co.: Foot Wall St. 
Sand and gravel bunkers. 15 feet water at low tide. 

Pioneer Sand & Gravel Co.: Foot Cedar St. Wharf 
and slips. 431 feet berthing space. 

Seattle Lumber Co.: Foot Mercer. St. Lumber wharf, 
820 feet berthing space. 30 feet water at low tide. 

Tariff of Public Wharves 

The tariff under which the Port Commission docks are 
operated is as follows : 

Dockage Rates: Vessels awaiting cargo — On vessels 
out of commission or awaiting cargo — 151 to 200 gross 
tons, per day of 24 hours or fraction thereof, $4.00; 201 
gross tons or over, per each additional ton per day or 
fraction thereof, ^c. Vessels under repair — Vessels under 
repair shall pay one-half (J/2) regular rates. 

Mooring Charges: Vessels 71 feet to 80 feet inc., per 
24 hours or fraction thereof, $1.00; 81 feet and over, on 
vessel's gross tonnage, per ton, 3c. Minimum not less than 
charge applying on vessels 80 feet long. 

PrMent ud PrtpMtd Publle Ttrnlnali at Snitti Ctvt 

Digitized by 








in Feet 

Smith Cove — East Shed 

Smith Cove— West Shed 

Smith Cove — End Shed 

Smith Cove — Open Wharf 

Smith Cove — East Side 

Smith Cove — West Side 

Smith Cove — West Side 

Bell Street Shed— First Floor 

Bell Street Shed — ^Second Floor 

Bell Street, North Wing— First Floor 

Bell Street, North Wing — ^Second Floor 

Bell Street Warehouse — First Floor 

Bell Street Warehouse — ^Second Floor 

Bell Street Warehouse — ^Third Floor 

Bell Street Cold Storage— First Floor 

Bell Street Cold Storage — ^Second Floor 

Bell Street Cold Storage— Third Floor 

Bell Street Cold Storage — Fourth Floor 

Bell Street Cold Storage— Fifth Floor 

Bell Street— Open Wharf 

Stacy Street — Shed 

Stacy Street — Open Wharf 

Lander Street — ^Shed 

Lander Street — Open Wharf 

Whatcom Avenue — Wholesale — First Floor . . . . 
Whatcom Avenue — Wholesale — Second Floor. . 
Whatcom Avenue — ^Wholesale — ^Third Floor. . . 
Whatcom Avenue — Wholesale— ^Fourth Floor.. . 

Hanford Street — Shed — ^First Floor 

Hanford Street — ^Shed — ^First Floor 

Hanford Street — ^Shed — ^Second Floor 

Hanford Street— Hay Shed 

Hanford Street — Open Storage i 

Hanford Street — On Ground 

Spokane Street — Shed — First Floor , 

Spokane Street — Shed — ^Second Floor 

Open Storage, on Ground 

Fruit Storage — First Floor 

Fruit Storage — ^Second Floor. 
Fruit Storage — Third Floor. . . 
Fruit Storage — Fourth Floor. 
Fruit Storage— Fifth Floor. . . 
Fruit Storage — ^Sixth Floor. . . 
Fruit Storage — Seventh Floor 

Spokane Street — ^Salmon Warehouse: 

First Floor 

Second Floor 

Fish Handling Shed 

Fish Storage Shed 

Ice Storage Shed 

Salmon Bay — ^Transit Shed 

Salmon Bay — Open Wharf 

Salmon Bay — Net Wholesale — First Floor 

Salmon Bay — Net Wholesale — Second Floor. . . 




59x 750\ 










Net Floor Area 
Square Feet 
Each Total 






































Net Contents 

Cubic Feet 

Each Total 

Load Limit 


Sq. Ft. 










* '2961672 





















On fill, 
700 lbs. 

On wharf, 
500 lbs. 















Roadway in Transit Sheds not deducted. 

Digitized by 




Statistics for the County 

Excerpts from Statistical Abstract of the State of Wash- 
ington for King County, of which Seattle is the chief city, 
and county seat. 

Population of county in 1910, 284,638; percentage of in- 
crease from 1900 to 1910, 158.6. Estimated population, 
1915 census, Zld.m. 

Population per square mile in 1910 was 134.8. 

Number of children enrolled in public schools for year 
ending June 30, 1917, 50,860. 

Principal farm crops of the county are wheat, oats, bar- 
ley and potatoes. 

There were 74,921 pounds of cheese manufactured in 
the county during 1917, with a value of $15,962.85. 

Thirteen creameries in the county manufactured 3,861,159 
pounds of butter in 1917, the value of which was $1,349,- 
095.21. Of this amount 1,070,140 pounds were prepared for 

King County is the center for milk condenseries, the 
bulk of the 1,844,097 cases of canned milk produced in 
the state during 1917 being manufactured in this county. 
Of this amount over 1,000,000 cases of canned milk are 
exported annually. 

In 1916, according to the estimate of the state horticul- 
turist, there were bearing fruit trees in the county as fol- 
lows: Apple, 112,535; pear, 37,200; peach, 10,575; plum 
and prune, 27,500, and cherry, 38,625. 

King is the second largest producer of coal among the 
counties of the state. The output of mines in this vicinity 
in 1916 totalled 889,275 short tons. Small quantities of 
gold, silver and copper are also mined in various parts of 
the county. 

Seattle in 1914 embraced 1,014 manufacturing establish- 
ments, engaging a total of 15,761 employes. The aggregate 
values of these industries was $61,317,496, with products 
valued at $64,475,442. The value added by manufacture 
was $26,705,318. 

The number of national, state and foreign banks doing 
business in King county in 1918 was 45, divided as fol- 
lows : National, 9 ; state, 32 ; foreign, 4. The capital stock 
of these banks during the same period aggregated $8,890,- 
200, with $155,414,163 in deposits of all kinds. 

The mean annual precipitation in Seattle has averaged 
34.36 inches for the past 24 years. The prevailing winds 
during an almost equal period are recorded as southwest 

Coal Bunkers 

Pacific Coast Coal Co.: West Seattle. Storage ca- 
pacity 3,500 tons. Loading at rate of 400 tons per hour 
by electric conveyor. 41 feet at low tide. 

Pacific Coast Coal Co.: Foot Lane St. Bunkers and 
two wharves. 1,185 feet berthing space. 9,000 tons ca- 
pacity of bunkers. 25.5 feet water at low tide. Loading 
700 tons per hour by electric conveyor. 

Wellington Coal Co.: Foot Union St. 330 feet berth- 
ing si)ace. 45 feet water at low tide. Coal piers only. 
Capacity 3,750 tons. Loading by conveyor. 

EstabUshed 1912 Cable Address: FINCOT 

J. H. Fawkner & Co., Inc. 


Steamship Charterers, Brokers 
Commission Merchants 

220 Grand Trunk Dock and 1401 L. C. Smith Bldg. 

Correspondence Solicited 

Oil Docks 

Standard Oil Co.: Foot Holgate St. Shipping wharf 
758 feet berthing space. Storage and tankage capacity of 
95,000 barrels of crude oil and 75,000 barrels of refined 
oil. 33 feet water at low tide. Furnish oil either at 
wharf or alongside from barge. 

Union Oil Co.: Foot Bay St. Wharf 1,035 feet berth- 
ing space. Tankage capacitor of 110,000 barrels of fuel oil 
and 35,000 barrels refined oil. 35 feet water at low tide. 
Furnish oil at wharf or alongside ship by barge. 

City Wharves and Floats 

Harbor Master and Port Warden: Capt. A. A. Paysse. 
Office Pier 1. Phone Main 6000. Official call signal KPE. 

Floats: Foot Washington St. foot Harrison St. 

Docks: Foot 24th St., Ballard. West Seattle Wharf, 
200 feet berthing space. 

Public Warehouses 

Warehouses owned and operated by the Port of Seattle. 

Whatcom Avenue Warehouse: Four-story reinforced 
concrete storage warehouse, with every modern fireproof- 
ing device. Three electric elevators and two spiral chutes. 
Lighted throughout by electricity. Foot Stacy and Lander 

Bell Street Warehouse: Foot Bell St. Forms portion 
of Bell St. terminal. Five-story concrete warehouse of 
most modern design. Cold storage plant. Third story con- 
nects with business district by overhead bridge. Offices of 
Port Commission located in building. Trackage at both 
sides. Amply fire protected and offering most modem and 
commodious dry and cold storage facilities. 

American Can Co. Dock: Location foot of Clay St. 
Width 60 feet, length 301 feet; 2-story building constitutes 
wharf and warehouse, first floor capacity 250 pounds to 
square foot, second floor, 175 pounds to square foot 
Berthing space for two 350-foot ships and one 200-foot 

Importers and Exporters 

Asia Trading Co» 424 Seventh South. 
American Table Sauce Co., L. C. Smith Bldg. 
American-Siberian Trading Co., Lyon Bldg. 
Azuma Bros., Alaska Bldg. 
Asiatic-American Co., Ltd., L. C. Smith Bldg. 
Andersen, A. O. & Co., Leary Bldg. 
American Brokerage Co., L. C. Smith Bldg. 
American-China Trading Co., 1121 Third Ave. 
American Manufacturers Export & Import Corp., L. C 
Smith Bldg. 
American-Oriental Sales Corp., L. C. Smith Bldg. 
Balfour, Guthrie & Co., Stuart Bldg. 
Brady & Co., L. C Smith Bldg. 
Rogers, Brown & Co., Hoge Bldg. 
Baldwin Shipping Co., L. C. Smith Bldg. 
Clossett & Devers, 317 Second Ave., South. 
Connell Bros., L. C. Smith Bldg. 
Cho Ito & Co., L. C. Smith Bldg. 
Coulter-Taylor Co., L. C. Smith Bldg. 
Cox-White Co., Inc., Alaska Bldg. 
Caldwell Shipping Co., Henry Bldg. 
Commercial Importing Co., 1016 Western Ave. 
Chiam Commercial Co., Arctic Bldg. 
Disher-List Co., L. C. Smith Bldg. 
Dodwell & Co., Henry Bldg. 
The Robert Dollar Co., L. C Smith Bldg. 
Dickerson & Gaskell, Inc., L. C. Smith Bldg. 
Eastern Importing Co., 1103 Third Ave. 
M. Furuva & Co., 216 Second Ave. 
Franco-American Trading Co., Empire Bldg. 
French-American Shipping Co., Globe Bldg. 
Griffin & Co., Colman Bldg. 
W. R. Grace & Co., Hoge Bldg. 
G. Batcheller Hall Co., L. C Smith Bldg. 
A. H. Hankerson & Co., Arctic Bldg. 
K. Hirade Co., 526 Jackson St 

Digitized by 




Hasson, Lee & Co., Inc., Marion Bldg. 

International Import & Export Co., Inc., Alaska Bldg. 

International Lumber Export Co., 323 L. C. Smith Bldg. 

Japanese-American Commercial Co., 309 Second, South 

Johnson-Lieber Mercantile Co., Pacific Block. 

S. L. Jones & Co., Colman Bldg. 

Judson Freight Forwarding Co., Arctic Bldg. 

F. L. Kraemer & Co., White Bldg. 

G. Kawahara & Co., L. C. Smith Bldg. 
J. B. Lincoln & Co., 818 Western Ave. 
L. Littlejohn & Co., White Bldg. 

Logan Commercial Co., American Bank Bldg. 
Mack, G. R. T. & Co., 1 Downs Block. 
Mitsui & Co., American Bank Bldg. 
Mowers & Denny, Empire Bldg. 
Mutual Products Trading Co., Empire Bldg. 
Murphy-McBride Co., L. C. Smith Bldg. 
Northwest Trading Co., L. C. Smith Bldg. 
Norton-Lillv Co., Alaska Bldg. 
Neleh Tracling Co., Stuart Bldg. 
W. P. Osborn & Co., Pioneer Bldg. 
Oriental Trading Co., Inc., 241 Fifth South. 
Overseas Shipping Corp., L. C. Smith Bldg. 
Overseas Corporation, Ltd., 562 1st South. 
Ocean Transport Co., Ltd., American Bank Bldg. 
Oriental-American Commercial Corp., Alaska Bldg. 
Puget Sound Exporters & Importers Corp., New York 
Pacific Commercial Co., Hoge Bldg. 
A. U. Pinkham & Co., Colman Bldg. 
Pacific Importing Co., 1528 Third Ave. 
Pemberton & Co., 314 Colman Bldg. 
Quong Tuck Co., 721 Kin^ St. 
Robinson & Walker, Arctic Bldg. 
Rothwell & Co.. Hoge Bldg. 
A. Rupert Co., L. C. Smith Bldg. 
Suzuki Bros. Co., 2111 L. C. Smith Bldg. 
C. Henry Smith, Arctic Bldg. 
J. H. Swezy Co., L. C. Smith Bldg. 
S. Sakata Co., 804 L. C. Smith Bldg. 
Seattle Far East Trading Co., L. C. Smith Bldg. 
Setsuda, K. & Co., L. C. Smith Bldg 
Sanyo Co, 516 Pacific Block. 
Suzuki & Co., 400 Colman Bldg. 
Corwin D. Smith Co., Central Bldg. 
N. Sashihara Co., 675 Jackson St. 

8p«kaR0 Strett TernlRtl 

Seattle Trading Co., L. C. Smith Bldg. 

Seattle Exporting Co., 1113 Western Ave. 

Tombo Co., 1326 Dearborn. 

Togo Co., Inc., 407 Main St. 

Trans-Pacific Corporation, Colman Bldg. 

Trans-Pacific Trading Co., 400 Central Bldg. 

T. Taki Co., L. C. Smith Bldg. 

Takata & Co., 206 Leary Bldg. 

Uchida Trading Co., Ltd., Leary Bldg. 

Universal Shipping & Trading Co., Alaska Bldg. 

U. S. Importing & Exporting Co., Inc., Central Bldg. 

U. S. Trading Co., Pacific Bldg. 

Wa Chong Co., 719 King St 

Willits & Patterson, Inc., Colman Bldg. 

Wells Shipping Co.. Transportation Bldg. 

Frank Waterhouse & Co., Central Bldg. 

Youreveta Home & Foreign Trade Co., L. C Smith Bldg. 



Ship Side 

Land Side 

Total Trackage Owned 


Length of 


Lin. Ft. 


40 Ft. 


Length of 


Lin. Ft. 


Lin. Ft. 


Snokane St 

















Hanford St 




Bell St 


Smith's Cove 


Salmon Bav 






Dry Colors 





Importers - BROKERS - Exporters 

Cable Addrefls: REYMOR, SEATTLE GoneBpondenoe Solkitod 

Aniline Dyes 
Dyewood Extracts 
Naval Stores 
Paint Brushes 

Digitized by 




Btll Strett T«rnlRal 

Berthing Space 

Linear Feet of Berthing Space on the Publicly Owned 

Docks of Seattle: 

Smith's Cove 

East side ; 1,608 

West side 1,780 

South side 310 


Salmon Bay 

North side 267 

West side 360 

East side 360 


Bell Street 

South side 415 

West side 871 


Stacy and Lander Sts. 

North side 1,166 

South side 1,144 

East side 280 


Hanford Street 

South side 1,000 

West side 480 


Spokane Street 

North side 914 

West side 460 


Total 11,325 

U. S. Bonded Draymen 

Eyres & Seattle Drayage Co. 

Reliable Hauling & Storage Co. 

Miller Transfer Co. 

Lloyd Transfer Co. 

Fortune Transfer Co. 

Trans-Continental Freight Co. 

Napple Transfer Co. 

General Hauling Co. 

J. F. Preston. 

Terminal Transfer Co. 

Ross & Hogland. 

Bonded Warehouses 

Balfour, Guthrie & Co., Smith's Cove. 

Eyres Storage & Distributing Co., foot of Main St 

Galbraith, Bacon & Co., Wall St, Dock. 
Pacific Warehouse Co., Maritime Bldg. 
United Warehouse Co., foot of Virginia St 
Washington Cold Storage Warehouse, foot of Virginia. 
Port Commission Warehouse, Smith's Cove. 

Customs Brokers 

B. R, Anderson & Co., Colman Bldg, 

Dodwell & Co., Ltd., Heniy Bldg. 

Geo. S. Bush & Co., Inc. Colman Bldg. 

F. P. Dow & Co., Inc., Pantages Theater Bldg. 

J. T. Steeb & Co., Inc., Henry Bldg 

Kelly, E E, Grand Trunk Dock. 

Oceanic Trading Co., 708 Arctic Bldg. 

Trans-Pacific Trading Co., 400 Central Bldg. 

Agents and Surveyors 

List of agents and surveyors representing the different 
marine underwriters associations of the world at the Port 
of Seattle. 

Board of Marine Underwriters of San Francisco: S. B. 
Gibbs, agent, Colman Bldg. Telephone Main 1232. 

Lloyds, London. Balfour, Guthrie & Co., agents, Stuart 
Bldg. Telephone Elliott 1464. 

The Board of Underwriters of New York: Frank G. 
Taylor, agent for Puget Sound, 264 Colman Bldg. Tele- 
phone Elliott 215. 

Bureau Veritas: Frank Walker, surveyor. Grand Trunk 
Pacific dock. Main 520. 

Surveyor to Lloyd's Register: Jas. Fowler, Globe Bldg. 
Telephone Elliott 1699. 

Det Norske Veritas: T. Ostbye, surveyor, Lyon Bldg. 
Telephone Elliott 3683. 

Steamship Brokers 

Engaged in business of chartering vessels for shipments 
to foreign countries. 
Alexander & Baldwin. 
Balfour, Guthrie & Co. 
W. C. Dawson & Co. 
Dodwell & Co. 
Suzuki & Co. 
Dollar Steamship Co. 
Fawkner & Currie.* 
W. R. Grace & Co. 
James Griffith & Son. 
Hind, Rolph & Co. 
Kerr-Gifford Co. 
Ostrander & Morrison. 
Parrott & Co. 
Thorndyke & Trenholme. 
Geo. S. Bush & Co. 

B. R. Anderson. 

R. D. Pinneo & Co. 

Trans-Pacific Navigation Co. (A. M. Gillespie). 

C. K. McGill-Wm. Dimond & Co. 
C. M. Pettibone & Co. 
Rogers, Brown & Co. 
Batcheller Hall Co. 

Ship Brokers 
Einar Beyer, Inc. 
Ship brokers and marine achitects, 507 Central Bldg.. 
Seattle. The main business is selling, purchasing and char- 
tering vessels for Norwegian interests. The company rep- 
represents in Seattle the ship broker firm of Joachin Grieg 
of Bergen, and Christiania. The company is incorporated 
in the United States for the purpose of being of assistance 
to Norwegian shipowners as an American corporation. 

Shipbuilding Plants 
(Wooden Yards) 
Alaska Pacific Navigation Co., Iowa and W. Spokane Sl 
Allen Shipbuilding Co., Securities Bldg. 
Ballard Shipbuilding Co., 24th and Railroad Ave. 
Elliott Bay Shipbuilding Co., 1710 Spokane St 
McAteer Shipbuilding Co., 329 Willow St. 
Meacham & Babcock Shipbuilding Co., 15th W. and 

Digitized by 




National Shipbuilding Co., Carleton and Garden St 
Nilson & Kelcz, foot of Massachusetts St 
Patterson-McDonald Co., 5971 E. Marginal Wav. 
Puget Sound Bridge & Dredging Co., Central Bldg. 
Price Shipbuilding Corporation, Meadow Point 
Winslow Marine Ry. & Shipbuilding Co., Burke Bldg. 
Wason's Shipbuilding Co.. 26th S. W. and W. Under St 

Steel Shipbuilders 

Skinner & Eddy Corporation, 1559 Railroad Ave. 
J. R Duthie & Co., Kitsap and East Waterway. 
Seattle North Pacific Shipbuilding Co., 3800 Iowa St 
Ames Shipbuilding Co., 26th S. W. and W. Hanford. 
McAteer Shipbuilding Co., 329 Williow St 

Government Offices 

Army Depot Quartermaster, Pier 11. 

Army and Navy Merchant Vessel Board, Securities Bldg. 

Assay Office, 617 9th. Main 613. 

Attorney, Federal Bldg. Main 6101. 

Bankruptcy Department, Federal Bldg. Main 123. 

Bureau of Education, L. C. Smith Bldg. Elliott 4903. 

Bureau of Foreign and Domestic Commerce, 847 Henry 
Bldg. Elliott 4980. 

Bureau of Mines, Mines Rescue Station, University Cam- 
pus. North 839. 

Coast and Geodetic Survey, Burke Bldg. Elliott 3178. 

Commissioner, Central Trust Bldg. Main 181. 

Custom House, customs only, Federal Bldg. Main 3963. 

District Judge, Federal Bldg. Main 1377. 

Engineer's Office, Burke Bldg. Main 228. 

Food and Drug Inspection Laboratory, Arcade Bldg. 
Main 1498. 

Hydrographic Office. Lowman Bldg. Elliott 848. 

Immigration Service, main office, 1st and Union. El- 
liott 705. 

Immigration Service. Dock Office, Federal Bldg. El- 
liott 1325. 

Internal Revenue Office, Federal Bldg. Main 2673. 

Local Steamboat Inspectors, Securities Bldg. 

Marine Hospital Office, Central Bldg. Elliott 4363. 

Marshal, Federal Bldg. Main 3417. 

Naturalization Dept, Federal Bldg. Main 123. 

Navy Branch, Hydrographic Office, Lowman Bldg. El- 
liott 848. 

Shipping Commissioner, Colman Dock. Main 470. 

Signal Corps, Alaska Cable Office, 1308 1st Main 373. 

Supply and Disbursing Office Bureau of Education, 
Alaska Division, L. C. Smith Bldg. Main 851. 

Weather Bureau, G. N. Salisbury, Hoge Bldg. Main 363. 

U. S. Army Recruiting Office, Pioneer Bldg. 

U. S. Army & Navy Merchant Vessel Board, Securities 

U. S. Bureau of Animal Industry, Central Bldg. 

U. S. Bureau of Education, L. C. Smith Bldg. 

U. S. Civil Service Commission, Federal Bldg. 

U S. Coast Guard, Federal Bldg. 

U. S. Commissioner, Central Bldg. 

U. S. Federal Grain Supervision Bureau, Arctic Bldg. 

U. S. Forest Supervision, Securities Bldg. 

Federal Horticultural Board, Federal Bldg. 

U. S. Inspectors-Instructors, N. G. W., Haight Bldg. 

U. S. Internal Revenue Office, Federal Bldg 

U. S. Land Office, Central Bldg. 

U. S. Marme Corp Recruiting Office, 101 Yesler. 

U. S. Naval Training Station, University Campus. 

U. S. Shipping Board, Securities Bldg. 

Foreign Consuls or Representatives 

Belgium: J. Hertogs, Vice Consul, City Treasurer's 
Office, Main 600Q. 

Bolivia: Nemesio Menacho, Jr., Consul, 2124 L. C. 
Smith Building, Elliott 715. 

Chile: Seattle, Luis A. Santander, Consul, Hoge 
Building, Main 5196. 

China: Goon Dip, Honorary Consul, 711 King Street, 
Elliott 3071. 

Denmark: M. J. Lehmann, Vice Consul, University 
and Western, Elliott 971. 

France: Pierre d'Hurailly de Chevilly, Vice Consul, 
Securities Building, Elliott 4619. 

Great Britain: Bernard Pelly, Consul, Lowman 
Building, Main 284. 

Greece: Christo Lilliopoulos, Consul. White Build- 

Italy: Chevalier Paola Brenna, Consul, 1021 East 
Columbia Street. East 1408. 

Japan: Naokichi Matsunaga, Consul, Central Build- 
ing, Main 515. 

Mexico: Ishmael Garcia Guzman, 309 Central Build- 
ing, Telephone Elliott 4047. 

Netherlands: J. C, J. Kerapees, Vice Consul, Seattle 
National Bank Bldg. 

Nicaragua: W. L. Kennedy, Consul, 151 Yesler Way. 

Norway: Thomas Samuel Huntington Kolderup, 
Vice Consul, Alaska Building, Main 2947. 

Panama: Puget Sound, Harry S. Garfield, Vice Con- 
sul; Seattle, Adolpho Bracons, Honorary Consul, 
Oriental Building; Elliott 4988. 

Peru: Jose M. Macedo. Consul, Colman Building; 
Elliott 4933. 

Russia: Nikolai Bogoiavlensky, Consul General, 
Securities Building; Elliott 464. 

Spain: John Wesley Dolby, Honorary Vice Consul, 
N. Y. Block; Elliott 1056. 

Sweden: Andrew Chilberg, Vice Consul, Alaska Build- 
ing; Main 2947. 

Switzerland: Samuel J. Wettrick, Consul; Main 5060 
or Elliott 40. 

Uruguay: Adolfo Bracons, Consul, Oriental Build- 
ing; Elliott 4988. 

Venezuela: Luis A. Santandar, Honorary Consul, 
Hoge Building; Main 5196. 

Merchants Exchange 

The Merchants Exchange of Seattle is a corporation 
existing for the mutual and co-operative benefit of the 
shipping, grain, milling and mercantile interests of Seattle 
and vicinity. It is primarily an information bureau where 
are collected, compiled and distributed data and statistics 
relative to the various interests served. It also furnishes a 
meeting place for the different classes of members and in 
instances where the general welfare or that of its members 
is concerned, action as a body is taken. The Exchange fur- 
nishes a daily grain call board where members have op- 
portunity for trading in wheat, oats, barley, rye, com, hay, 
straw, feed and other commodities. A daily market re- 
port is issued for the information of members, this in- 
cluding a statement of car receipts, the various markets, 
general market data and shipments of flour and cereals 
from Puget Sound. For the benefit of those in the various 
maritime branches, special service is furnished relative to 
the whereabouts, movements and ownership of vessels, 
their capacity and dimensions, casualties to shipping and 
other information of a like nature. It is intended to cover 
the charter market more fully, as Seattle has lately de- 
veloped rapidly as a chartering center and with the number 
of ships owned on Puget Sound this importance is certain 
to grow. Altogether the Exchange performs a function 
vitally important to a rapidly growing world's seaport 
The Exchange is in the Arctic Bldg., Third Ave. and 
Cherry St. 

Steamship Routes from Seattle 
To the Orient 

Canadian-Trans-Pacific S. S. Co., semi-monthly ser- 
vice to Orient. 

Frank Waterhouse & Co., monthly service to Orient, 
Siberia and Malay Pen. 

H. F. Ostrander & Co., frequent service to Orient. 

James Griffiths & Sons, frequent service to Orient. 

Nippon- Yusen-Kaisha, semi-monthly. 

Osaka-Shosen-Kaisha, semi-monthly. 

Mitsui & Co., semi-monthly. 

Pacific Steamship Co., irregular service. 

Digitized by 




Dollar Steamship Co.. irregular service. 

Trans-Oceanic, irregular service. 

Overseas Shipping Co., irregular service. 

A. M. Gillespie & Co^ semi-monthly service to Orient. 

Blue Funnel Line (China Mutual Steam Navigation 
Co. and Ocean S. S. Co.), Dodwell & Co., Agents, 28 
day service to Orient. 

Thomdyke & Trenholme, monthly service to Orient. 

Uchida & Co^ regular service to Orient. 

Suzuki & Co., monthly service to Orient. 

Norton Lilly & Co., contemplates service to Orient. 

Struthers & Dixon, regular service to Orient. 

Mitsubishi &Co., comtemplates service to Orient. 

To Siberia 

Frank Waterhouse & Co., monthly. 

H. F. Ostrander & Co., monthly. 

Mitsui & Co., monthly. 

Russian Volunteer Fleet, irregular service to Siberia 
and Manchuria. 

Trans-Oceanic S. S. Co., irregular service to Siberia 
and Manchuria. 

Over-Seas Shipping Co., irregular service to Siberia 
and Manchuria. 

Suzuki & Co., monthly service to Siberia and Man- 

To Europe 

Harrison Direct Line (Balfour-Guthrie Co., Agents), 
sporadic service. 

Royal Mail Steam Packet Co. (Frank Waterhouse & 
Co.), semi-monthly service; service temporarily discon- 

Blue Funnel Line (Dodwell & Co., Agents), monthly 

East Asiatic Co., monthly service. 

Johnson Line (W. R. Grace & Co.), service to Europe. 

Fred Olsen Line, irregular service. 

To Australia and. New Zealand 

Canadian-Australian S. S. Line, monthly sailings, 
service to Hawaiian Islands, Fiji Islands, New Zealand, 

To West Coast of South America 

W. R. Grace & Co., Fawkner & Curric Co., J. Henry 
Smith, South American Pacific Lines, service irregular. 


Alaska Steamship Co., service to Southeastern Alaska, 
every 6 days; Southwestern Alaska, every 6 days; Alaska 
Peninsula, monthly during 9 months of year; Bering Sea 
Points. 28 days during 9 months of year. 

Pacific Steamship Co. (Admiral Line), operating be- 
tween Seattle, California, Alaska and British Columbia; 
Service to California, tri-weekly; Southeastern Alaska, 
weekly; Southwestern Alaska, tri-weekly; Bering Sea 
PointSj monthly during 9 months of year; British Colum- 
bia, tn-monthly. 

Grand Trunk Steamship Co., operating between 
Seattle, British Columbia and Alaska: Service to British 
Columbia and to Alaska, weekly. 

Humboldt Steamship Co., operating between Seattle 
and Southeastern Alaska : Service to Southeastern Alaska, 
every 10 dajrs. 

Border Line Transportation Co., operating between 
Seattle, local points, British Columbia and Alaska: Service 
to local points, bi-weekly; British Columbia, bi-weekly; 
Southern Alaska weekly. 

Coastwise Steamship & Bar^e Co. (James Griffith & 
Sons, Agents) : Service to British Columbia and Alaska, 

Chas. Nelson Co. (W. C. Dawson Co., Agents), 
service between Puget Sound, British Columbia and Cali- 
fornia, weekly. 

Parr-McCormick S. S. Co., service between Seattle, 
Puget Sound, British Columbia, Columbia River and Cali- 
fornia, irregular service. 

Canadian Pacific S. S. Co., operating between Seattle 
and British Columbia: Service to British Columbia, daily; 
Southeastern Alaska, 10-day service. 

Seattle Steamship Co., operating between Seattle and 
Alaska, everv 15 days. 

Chas. R. McCormick Steamship Line, operating between 
Seattle, Grays Harbor, Columbia River and C^ifomia, 

Albers Bros. Milling Co., operating between Seattle 
and San Francisco, weekly. 

Northern Navigation Co., service to Alaska, irregular. 

Kuskokwim Transportation Co., service to Alaska, 

A. F. Thane & Co., service to Alaska, irregular. 

Local Routes 

Plying between Seattle and local Puget Sound and Lake 
Washington points: Independent Steamship Line; Ander- 
son Steamship Co.; Eagle Harbor Route; Island Belt 
Transportation Co.; Island Transportation Co.; King 
County Commission; Kingston Transportation Co.; Kitsap 
County Transportation Co.; Liberty Bay Transportation 
Co.; McDowell Steamship Co.; Merchants Transportation 
Co. ; Navy Yard Route ; Port of Seattle Commission ; Port 
Washington Route; Puget Sound Naval Station Route; 
Puget Sound Navigation Co. ; Skagit River Navigation Co. ; 
Star Steamship Co.; Tacoma & Roche Harbor Line Co.; 
West Pass Transportation Co.; Port Angeles Transporta- 
tion Co.; Washington Route. 

Barge and Tow Boats 

Alaska Barge Co. 
Carry-Davis Towing Co. 
Chesley Tow Boat Co. 
Drummond Lighterage Co. 
Elliott Bay Tug & Barge Co. 
Lillico Launch Co. 
Pacific Barge Co. 
Pacific Tow Boat Co. 
Puget Sound Tug Boat Co. 
Washington Tug & Barge Co. 
Washington Stevedore Co. 

R. R. Lines Serving Seattle 
Interstate Railroads 

Trans-Continental Lines 4 

Chicago, Milwaukee & St. Paul Ry. Co. 
Great Northern Railway Co. 
Northern Pacific Railway Co. 
Union Pacific System (O-W-R-N Co.). 

State Railroad 

Local Lines 

Pacific Coast Railroad. 


Electric Lines 

Puget Sound Electric Railway. 
Pacific Northwest Traction Co. 
Seattle and Rainier Valley Ry. 


Electric Lines 

Puget Sound Traction Light & Power Co. 
Seattle Municipal Railway Co. 
Seattle and Rainier Valley Ry. 


bland of Java, Dutch East Indies 

Position: Latitude 6 degrees 56 minutes south, longi- 
tude 111 degrees 24 minutes east. 

Population: Europeans 10,500, natives, etc. 102,000. 

Pilotage: None. 

Port Charges: Tonnage or wharf dues, only anchor- 
age dues 16 guilder cents per M3 valid for 6 months for 
all ports in the Ehitch East Indies. Light dues. none. 
Other charges, Consular fees; Bill of Health f. 6, Sign- 
ing of Articles f. 4,50. 

Stevedoring: Rates for loading and discharging cargo, 
50 guilder cents per ton. Overtime cost per hour, nigfat 
work for half night 50 per cent extra; for all night 100 

Digitized by 




per cent extra. Lighterage, cost per ton for inward 
cargo f. 2.75 per koyang, for outward cargo f. 2.50 per 
koyang. One koyang equals 1,8 tons 20 cwt. or 2,5 tons 
40 cubic feet.. 

Accommodation: Open roads. 

Imports: General. 

Exports: Sugar, tobacco, kapok, maize, copra, tapio- 
ca roots, hides, wood, etc. 

Names of Importing and Exporting Firms: McNeil 
& Co., Mirandolle, Voute & Co., Jacobson, van den 
Berg & Co., Rouwenhorst, Mulder & Co., Internationale 
Crediet & Handels Vereenigung Rotterdam, Maintz & 
Co., Burns, Philp & Co. 

Steamer Lines using the Port: Steamship Co. Ne- 
derland and Rotterdamsche Lloyd for Holland and 
America; Java-Bengal Line, Asiatic S. N. Co. Ltd., and 
B. I. S. N. Co. Ltd. for British India; K. P. M. for all 
ports of Dutch East Indies and Australia; Burns, Philp 
Line for Australia; Java Pacific Line for West America; 
Ocean S. S. Co. Ltd. for United Kingdom and Holland; 
Java-China-Japan Line, Nanyo Yusen Kaisha, for Eng- 
land, France, Belgium and Italy. 

Lighter harbor under construction. 

Semarang is located on the north coast of the island 
of Java, and is a chief commercial center embracing 
the district known as Central Java, and in which more 
than 75 per cent of the soil is under cultivation. Tobacco, 
tea, sugar, cinchona, and indigo are the chief products. 
Of late years the development of copper has led to a 
substantial output for exportation, with the result that 
activity in this direction is rapidly increasing. Favor- 
able climatic conditions and the high quality of the 
grazing lands has given encouragement to the raising 
of livestock, and hides and wool have an important 
place among the exportations. 



Latitude 60 degrees 10 minutes north, longitude 149 de- 
gfrees west. 

Population, 1,000. 

Distance from Seattle, 1,408 miles. 

Harbor: Located on Resurrection Bay. Wharves 
owned by the United States government. Terminus of 
the United States government railway completed (spring 
1919) to Anchorage, Matanuska coal fields, Susitna, and 
in course of construction beyond Susitna. Large coaling 
station to be built here. Port open all the year. 

Steamship companies: Alaska Steamship Company, 
Pacific Steamship Company. 



Position: Latitude 31 degrees 14 minutes 7 seconds 
north, longitude 121 degrees 29 minutes 10 seconds east 

Population: 651,000; 20,000 (foreign). 

Pilotage: Not compulsory. 

Port Charges: Tonnage dues, 4 Haikun mace per ton 

Stevedoring: Rates for loading cargo, 13 Taels per 100 
tons. Rates for discharging cargo, 13j^ Taels per 100 tons. 
Lighterage, cost per ton, about 5 tael cents. Lighterage, 
cost per lighter per day, from Tls. 9/45 for 25/500 ton 

Imports : Pieca goods, cotton yarn, machinery, sugar, old 
iron, bar iron and general goods. 

Exports: Skins, hides, wool, cereals, tea, silk, oils, 
bristles, tobacco, egg products, etc. 

Importers and Exporters: Thomas W. Simmons & Co., 
Jardine, Matheson & Co. Ltd., Reiss & Co., H. E. Arnhold, 
East Asiatic Co., Anderson Meyer & Co., David Sassoon 
& Co. Ltd. 

Accommodation: Length of river harbor, 10 miles. 
Wharves on both sides on more than 25 per cent of the 

N. Y. K. Deok 

waterfront, mostly with pontoons. Lighters extensively 
used. Average width of harbor about 1,500 feet. Navig- 
able width 500 feet at 22 feet least depth. Least depth in 
fairway at Lowest Low Water 22 feet on Wayside Bar. 
Elsewhere not less than 24 feet. Anchorage in 22 feet 
and upwards. 14 berths 500—750 feet long with head and 
stern moorings. 7 dry docks (1 Government), largest 523' 
x77'x24'. 5 shipbuilding companies with 9 yards. Shear 
legs up to 65 tons lift, traveling cranes up to 60 tons. Tide 
rises lOj/^ feet at springs. 

The approach to Shanghai is via the Yangszte Estuary. 
There is a 16-foot bar of great width over which the tide 
rises at least 8 feet and generally 13 feet. 

Holts' wharves are associated with the Ocean Steam 
Ship Co. and are of modern reinforced concrete construc- 
tion with extension storage and transit accommodation, 
up to date facilities for handling cargo and excellent 
deep water frontage in an open section of the harbor. 
The wharves are available for ocean steamers proceeding 
to Shanghai and inquiries for berthing and storage ac- 
commodation should be addressed to Butterfield & Swire, 
French Bund, Shanghai. 

The Tientsin Lighter Co. Ltd., has a well equipped fleet 
of tugs and lighters for handling general and lumber 
cargoes ex-Ocean vessels at Taku Bar (for the port of 
Tientsin on the Haiho River which does not permit of 
direct discharge by deep draft vessels). The general 
agents of the company, are: Butterfield & Swire at 
Shanghai or Tientsin. 

Steamer Lines Using the Port: P. & O. M. M. Cie., 
C. P. O. S. Ltd., P. M. S. S. Co., T. K. K., Shire Line, 
Glen Line, O. S. S. Co., C. M. S. N. Co., Bucknall & 
Ellerman Lines, American and Oriental, Barber, East 
Asiatic, Swedish East Asiatic, N. Y. K., Indo-China S. 
N. Co. Ltd. Trading between Europe, Canada, U. S. A., 
India, Australia and China coast and river ports. 

Consular Representation: Great Britain, France, United 
States, (Thomas Sammons, consul generad), Italy, Spain, 
Portugal, Belgium, Holland, Norway, Sweden, Russia, 
Cuba, Brazil, Australia, Japan. 

The China Navigation Co., Ltd. operates a large fleet 
of passenger and cargo steamers, especially to all the 
leading China Coast and Yangszte river ports, in addition 
to services from Hongkong to the Philippines, Siam and 
Singapore. The general agent of the company are Butterfield 
& Swire, French Bund, Shanghai, where the company's 
chief wharves and godowns are situated and to whom in- 
quiries with regard to carriage and transshipment of car- 
goes and passenger services should be addressed. 

Digitized by 




GllapM of Waterfrent 

Harbor Regulations 

1. The term "vessel" in these regulations refers to 
vessels of foreign type. Regulations concerning native 
type craft are embodied herein only in so far as is neces- 
sary for their due control when working in connection 
with foreign type vessels. They are regulated in other 
respects by special notifications. 

Woosung Anchorages 

2. The anchorage at Woosung for vessels of foreign 
type are: 

(a) For vessels other than those provided for in (b) 
from Woosung lighthouse to Woosung creek, or outside 
Woosung bar. 

(b) For vessels proceeding to Shanghai which are not 
lightening; for vessels with explosives as cargo on board; 
and for vessels under quarantine restrictions; outside 
Woosung bar. 

3 A vessel anchored outside Woosung bar shall be clear 
of the fairway leading to the entrance of the river, and in 
this respect must conform to the directions of the berthing 

4. A vessel requiring to anchor, in anchorage (a) shall, 
on arriving at Woosung spit buoy, hoist the International 
Code Flag N at the fore, when she will be boarded by the 
berthing officer, who will direct her to a proper berth 

5. Vessels in anchorage (a) shall moor in accordance 
with the instructions received from the berthing officer. 

Shanghai Anchorages 

6. The anchorages for foreign type vessels are : 

(a) For vessels other than those provided for in (b), 
(c), (d), and (e) : from the south side of the Kiangnan 
arsenal dock to the Standard Oil Company's wharf. 

(b) For vessels carrying explosives: outside Woosung, 
as provided for in Clause 20. 

(c) For vessels carrying mineral oil, turpentine, spirits 
of wine, arrack, etc. : below the 8th section on the Pootung 
side, as provided for in Clause 28. 

(d) For vessels carrying benzine, naphtha and other 
high inflammables: below the Cosmopolitan dock, as pro- 
vided for in Clause 29. 

(e) For quarantine purposes : Outside Woosung, as pro- 
vided for in Clause 33. 

7. Vessels entering the harbor will be boarded by a 
berthing officer, who will direct them to proper berths. 

8. River, coast, and mail steamers which have deter- 
mined berths are allowed to proceed to them without 
stoppage, except as provided in Clauses 20, 28, 29 and 
33 of these regulations. 

9. Four berths in the Upper reach will be kept for the 
use of men-of-war. 

10. Vessels shall moor in accordance with instructions 
received from the harbor master, and shall not shift their 
berths without a special permit, except when outward 
bound after having obtained their clearance papers. 

11. Applications for berths or for permission to shift 
must be made at the harbor master's office by the ship 
master, the first officer, or the pilot in charge, when tfie 
necessary instructions concerning the berth will be given. 

Navigation Rules 

12. Vessels are required to conform to the International 
Regulations for Preventing Collisions at Sea. 

13. Vessels shall not attempt to cross the Woosung 
bar or pass through the Astraea channel when the depth 
signal indicates less water than a vessel is drawing; ex- 
cept as provided for in the following: 

Note. It is sometimes the case that a greater depth 
of water can be obtained by following a track which 
cannot be indicated by the marks. Captains and pilots 
wishing for further information than that shown by 
the depth signals should apply at the harbor office at 
Shanghai or Woosung, when the draft in excess of 
the signalled depth, that is permissible by following 
a stated track, will be notified. 

14. Between Woosung creek and Kajow creek no 
steamer shall overtake and pass another steamer, except 
a tug or a tug towing. 

15. No steamer or other large vessel shall, except for 
the purpose of avoiding an accident, anchor between 
Woosung creek and the Standard Oil Compan/s wharf. 

16. Vessels when passing conservancy works in course 
of construction or conservancy craft engaged in dredging, 
etc., shall proceed at a slow speed. 

17. Vessels under way to the westward of the lower 
end of the Standard Oil Company's wharf shall proceed 
at no greater speed than is necessary to keep the vessel 
under control. 

18. When vessels are shifting from wharves to head- 
and-stern mooring buoys, or vice versa, and when swing- 
ing at wharves, a black ball, four feet in diameter, must 
be hoisted at the flagstaff on the >yharf from which the 
vessel is shifting, or at which swinging, and no vessel 
shall commence to shift or to swing until such black ball 
has been hoisted for ten minutes. The vessel whilst so 
shifting or swinging shall exhibit a black ball, two feet 
in diameter, at the fore truck. 

19. Tow boats and other craft towing within the harbor 
limits must be of sufficient power to maintain perfect 
control over their tows. Not more than two lighters or 
other craft shall be towed abreast. 


20. Vessels having on board as cargo any high ex- 
plosive or the specially prepared constituents of such, any 
loaded shells or more than 100 pounds of gunpowder, 
any quantity of small arm safety cartridges in excess 
of 50,000 rounds, or any other fixed ammunition of which 
the aggregate quantity of powder charges exceeds 100 
pounds, shall anchor outside Woosung and fly a red flag 
at the fore, and, in regard to the discharge of same, 
they shall abide by the instructions received from the 
Customs. Vessels having to receive on board any such 
explosives shall observe similar precautions. 

This rule shall not apply to small arm safety cartridges 
when carried in a properly constructed magazine, so fitted 
as to admit of its being flooded by a sea cock operated 
from the upper deck, in which case the number of such 
cartridges allowed to be carried is not limited. 

21. Men of war and other government vessels may, 
on application to the harbor master, be permitted to tsJce 
on board or tranship explosives within the harbor limits, 
provided that such explosives are handled only by their 
own crews under command of an officer. 

Digitized by 




22. Any transfer by boat of explosives, arms, or ammuni- 
tions must be covered by a special permit, which will be 
issued at the harbor master's office upon the owner's 
written application giving the registered numbers of the 
boats to be thus employed. 

23. Vessels wishing to proceed to the Kiangnan arsenal 
to discharge explosive cargo will be permitted to do so, 
but they must not come above the limit specified in 
Clause 20 of these regulations without first obtaining 
permission of the Customs authorities. After taking ex- 
plosive cargo on board at the Kiangnan arsenal, vessels 
will not be allowed to anchor between the arsenal and 

24. No lighters or other boats, except those which have 
permanent decks or coverings, shall be allowed to receive 
any of the articles mentioned in Clause 20 of these regula- 
tions, and all such articles when received on board any 
such lighter or boat must be stowed under deck or within 
the permanently closed-in space. 

25. Every craft, of whatever description, conveying 
explosives through any part of the waters of the port 
shall exhibit a red flag, not less than 6 feet by 4 feet, 
at the foremast head, or where it can best be seen; and 
in the case of all boats or lighters thus employed which are 
not fitted with masts, the flag must be exhibited at a height 
of not less than 12 feet above the highest part of the deck 
or house. 

26. No lighter or other boat having explosives on board 
shall be allowed to anchor or make fast anywhere between 
Kiangnan arsenal and Black point, and no lighter or boat 
shall pass between these limits except in the daytime, 
and then only on a fair tide unless propelled by steam 
or towed by a tug. 

27. The storage of explosives of any sort shall not be 
allowed an3rwhere on or near either shore of the Whang- 
poo or its affluents in the neighborhood of Shanghai, 
except with the permission of the Customs authorities. 

Mineral Oil, Etc. 

28. Vessels arriving with mineral oil, turpentine, spirits 
of wine, or arrack as cargo shall be berthed on the 
Pootung side of the river below the 8th section of the 
harbor or alongside a Tungkadu wharf, or the Nanmatou 
wharf, south of the Tungkadu dock, and there must re- 
main until all such cargo has been discharged. Vessels 
loading such cargo shall do so only where it is permitted 
to be discharged, and from there proceed to sea. 

Vessels, at any wharf, are permitted to handle a quan- 
tity of kerosene not exceeding 50 cases. 

Bulk oil steamers are required to take all such precau- 
tions as are customary in their trade. 

29. Vessels arriving with naphtha, benzine, ether, or 
other high inflammables as cargo, shall not proceed above 
the lower side of the Cosmopolitan dock. But, on special 
application to the harbor master, vessels having on board 
only 300 or less drums of 65 or less imperial gallons of 
benzine will be allowed to proceed to the 11th section and 
land such cargo on the Pootung shore, below the Yang- 
king creek, under the conditions stated in Clause 30. 
Vessels loading such cargo shall do so only where the same 
is permitted to be discharged, and from there proceed 
to sea. 

30. The storage of naphtha, benzine, ether, or other 
high inflammables, in quantities exceeding 450 drums of 
65 imperial gallons, is permitted only in the lower section, 
on • the Pootung shore, * below the Cosmopolitan dock. 
But, on special application to the harbor master, permis- 
sion may be granted to store benzine in the 11th section, 
on the Pootung shore, below the Yangking creek subject 
to the following conditions: 

(a) That the quantity does not at any time exceed 450 
drums of 65 imperial gallons. 

(b) That such drums of benzine be stored in a godown 
approved by the harbor authorities. 

31. No fires, for cooking or any other purpose, and no 
smoking shall be allowed on board any lighter or other 
boat when going alongside a vessel which has explosives, 
naphtha, benzine, etc., on board, nor while there are any 
such explosives, naphtha, benzine, etc., on board such 
lighter or boat. 

32. Vessels having on board as cargo calcium, carbide, 
chlorate of calcium, chlorate of potash, phosphorus, oil 
of mirbane, acid nitrate, sulphuric acid, sulphur nitrium, 
sodium peroxide, hydrochloric acid, and other such prep- 
arations which are required by the insurance companies 
to be carried on deck, shall be berthed on the Pootung 
side of the river, where such cargoes shall be stored only 
in special godowns. Vessels loading such cargo shall do so 
only where it is permitted to be discharged, and from there 
proceed to sea. 

Infectious Diseases 

33. Vessels arriving from an infected port, or having 
any infectious disease on board or any disease suspected 
to be infectious, and vessels on board which a death 
has occurred during the voyage from her last port shall, 
as provided by the quarantine regulations for the port, 
on approaching Woosung hoist the Quarantine Flag (In- 
ternational Code Flag Q) at the fore, anchor outside 
Wbosung spit buoy, and keep the flag flying until 
pratique has been granted. 

No person shall be permitted to leave or board such 
vessel without a permit from the harbor master or the port 
health officer. 


34. No wharves, jetties, pontoons or buildings shall 
be established, and no reclaiming or other riparian work 
commenced, without the permission of the Whangpoo 
Conservancy Board. Such permission is to be applied for 
through the harbor master. 

35. No buoy shall be laid down without the sanction of 
the harbor master and his approval of its moorings. Un- 
occupied buoys must be lighted from sunset to sunrise. 

36. All buoys shall be subject to the control of the harbor 
master and, when they are so placed as to obstruct the 
passage of the vessels, or are not moored in such a way 
as to economize berthing space, the harbor master shall 
be at liberty to order them to be shifted. In case of refusal 
or neglect on the part of the owners of a buoy to shift 
its position as directed by the harbor master, the latter 
may cause it to be removed at the cost of the owners. 

37. Ballast, ashes, garbage, refuse spoil obtained by 
dredging or otherwise, etc., must not be thrown into the 
river. Vessels wishing to discharge ashes or other refuse 
should hoist the International Code Flag Y at the fore 

UnlMdlm \ Rlv«r Sttaner 

Digitized by 




Altm China Mtroliut Dook 

truck, when a licensed ash boat will attend and take de- 
livery — at a fixed tariflF. 

38. In the case of wrecks within the harbor, or in the 
approaches to the port, which form a danger to navigation, 
if no active steps for removal have been taken within a 
reasonable time — ^as specified by the harbor master — ^tbc 
wreck will be removed or destroyed by the marine depart- 
ment of the Customs at the owner's expense. 


39. All arc lights and other powerful lights on wharves, 
pontoons, banks of the river, and on board vessels shall 
be so screened or shaded riverwards as to avoid embar- 
rassment to navigators. Searchlights shall not be used 
in such manner as to embarrass navigation. 

40. The blowing of steam whistles or sirens, except 
for the purpose of signalling in accordance with the Re- 
gulations for Preventing Collisions at Sea or for the pur- 
pose of warning vessels of danger, is strictly forbidden. 

41. No vessels shall fire guns, cannon, .or small arms 
within the harbor. 

42. No vessels except men-of-war shall use swinging 
booms. Swinging booms will be rigged in from sunset to 

43. All vessels .shall keep on board a sufficient number 
of hands to clear and pay out chain. The hawse must 
always be kept clear. 

44. Vessels discharging timber overboard, when swung 
out of line with the direction of the ebb and flood cur- 
rents, shall have no rafts or logs trailing astern. When 
the vessel is in direct line with the ebb and flood currents, 
rafts or logs may trail astern for a distance of only 100 
feet from the vessel. Rafts or logs must not be accu- 
mulated in such manner as to obstruct the fairway. 

45. Lighters and other boats are not to be made fast 
to vessels in such a manner or in such numbers as to 
interfere with the free passage of other boats or vessels 
through the harbor. 

46. In case of fire occurring on board a vessel in port the 
fire bell must be rung immediately by that vessel, and by 
those above and below her, and the signal NH, Inter- 
national code ("Fire— want immediate assistance") 
hoisted by the burning vessel, if possible, and by those 
above and below her, during the day, or the light lowered 
and hoisted continually during the night. Notice should 
immediately be given to the river police hulk and to the 
nearest municipal police station. 

47. Vessels infringing these regulations will have their 
entrance, working, and clearance stopped by the Customs, 
until such infringement is remedied, or will be dealt with 
by their national authority.. 


1. Vessels allotted special numbers under the port signal 
code are requested to fly the same on entering the harbor. 

2. Masters of vessels are requested to furnish the har- 
bor master's office or the coast inspector's office with any 
information they may possess relative to new dangers, such 
as rocks, shoals, etc., they may have discovered. 

3. If the master of a vessel has any complaint to prefer 
against a pilot, he should forward the same in writing 
to the harbor master. 

4. At the harbor master's office may be seen all local 
harbor notifications and notices to mariners. These, as 
well as all notices pertaining generally to the China sea, 
are also exhibited in the public room at the coast in- 
spector's office. 

5. Vessels are recommended not to sail or steam through 
the shipping with the tide, it being highly dangerous to 
do so, especially during spring tides. 

6. The following are the call flags (port signals, China) 
which are used at Shanghai: 

N — Berthing officer wanted. 

h — Customs officer wanted. 

G — Doctor wanted. 

YN — Police wanted. 

Y — Ash boat wanted. 

NH — Fire or leak; assistance wanted. 

B — Explosives on board as cargo. 

F — Mail for the Chinese post office. 

U — Shanghai Tug & Lighter Co.'s towboat wanted. 

X — Kochien Transportation & Tow-boat Co.'s towboat 

R — Shanghai Waterworks Co.'s waterboat wanted. 

I — French Waterworks Co.'s waterboat wanted. 

Q — Quarantine. 

The Ocean Steamship Co. Ltd. and the China Mutual 
S. N. Co. Ltd., forming the well known **BIue Funnel" 
Line, operate ocean services between Pacific Coast ports 
and China and Japan in addition to their Far Eastern 
services to and from the United States, United King^dom 
and Europe, via Panama and Suez. The cargo capacities 
of their general freight carriers range from 7000 to 19.000 
measurement tons. Butterfield & Swire are their Shanghai 

An exhaustive report recently submitted by a board of 
hydraulic engineers to the Whangpoo Conservancy Board 
recommends an expenditure of nearly a hundred million 
dollars for the improvement of the harbor. This plan 
would involve as its essential feature the conversion of 
the harbor into a huge wet dock by means of ship-locks 
at Woosung, which would provide accommodation for 
vessels drawing 40 to 50 feet. It is also proposed to in- 
crease the depth in the approaches of the port by training 

Shanghai has absorbed approximately one-half of the 
foreign trade carried on in China, and its import and 
export business averages around $360,000,000 annually. 



Position: Latitude 33 degrees 57 minutes 24 seconds 
north, longitude 130 degrees 56 minutes 9 seconds cast 

Population: Shimonoseki 70,000, Moji 75,000. 

Pilotage: Not compulsory. 

Port Charges: Tonnage or wharf dues, 5 sen per ton 
net register. Customs, permits for Sunday and holiday 
Y. 2 per hour. Night work Y. 4 per hour up. Other 
charges, buoy rent. 

Stevedoring: Rates for loading cargo, 35 sen per ton. 
Rates for discharging cargo, 30 sen per ton. Overtime 
cost per hour, 50 per cent on above charges. C^st per 
hour for general labor, 15 sen. Lighterage, cost per ton, 
65 sen. Lighterage, cost per lighter per day, 10 sen per 
ton; heavy lifts, extra; demurrage. 

Accommodation : Open anchorage and four buoys. Mini- 
mum depth of water at low tide, 5 fathoms. 

Imports: Machinery, rails, etc., fertilizers, iron ore, 
coal, raw cotton, raw sugar, pig iron, kerosene, oil, ptdp, 
bean and oil cake, beans, peas, wheat, eggs, manures. 

Digitized by 




Exports: Principally cargo and bunker coal; cement, 
flour, cotton, yarn, refined sugar, piece goods, rice, marine 
products, glassware, planks. 

Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., Mitsui Bussan Kaisha, Mitsubishi, 
Holme Ringer & Co., Samuel, Samuel & Co. Ltd. 

Steamer Lines Using the Port: Nippon Yusen Kaisha, 
Japan-European Line, Japan-Indian Line, Japan-New York 
Line, Japan-Pacific Coast U. S. A. Line, Japan-China 
Line, Osaka Shosen Kaisha, Japan Coasting Service, Japan- 
South American Line, Japan-Australian Lme, Japan-China 
Korea Coasting Service, Nanyo Yusen Kumi, Japan-South 
Seas, P. & O. and B. I., European, Indian and China Serv- 
ices, Indo-China S. N. Co., Ltd., Japan-Calcutta Line, 
China Coast Services ; Ellerman & Bucknall S. S. Co. and 
allied lines, New York Vladivostok-Japan Line, Japan- 
China-London Line, Bank Line, Ltd., Japan-South-Africa, 
Blue Funnel Line (Alfred Holt), Liverpool-China- Japan 
Line; Eastern & Australian S. S. Co., Ltd., Toyo Kisen 
Kaisha, Java-China-Japan Line. 

Consular Representation: British Consul, Norwegian 
Vice Consul. 


Straits Settlements 

Position: Latitude 1 degree 16 minutes north, longitude 
103 degrees 49 minutes east. 

Population: 303,321. 

Pilotage: Not compulsory. Roads to wharf and vice 
versa, $1.35 per foot draft 

Port Charges : Tonnage or wharf dues, 55 cents per ton. 
Customs, nil. Duty on opium, liquors and tobacco only. 

Stevedoring: Rates for loading and discharging cargo, 
at wharf, 30 cents per ton ; in roadstead, 20 cents per ton. 
Overtime, at wharf, $20 per half night, $50 per whole 
night; roadstead, $10 per half night, ^ per whole night. 
Li^terage, cost per ton, 50 cents. Lighterage, cost per 
lighter per day, $15 for 50 ton lighter. 

Accommodation: Wharves — Singapore harbor board's 
wharves available at all states of tide. Docks — ^The town is 
well off for docks. The Tanjong Pagar Dock Board prem- 
ises, which were taken over from a public limited liability 
company by the Colonial government in 1906 at a cost of 
£3,448,339 fixed by arbitration, lie about a mile to the west- 
ward of the town, fine wharves affording berthage for a 
large number of vessels at one time, with sufficient water 
alongside for vessels of the deepest draft and protected 
by a breakwater from the swell from the roads and from 
the strength of the tides. There are commodious godowns 
erected on the wharves for the storage of goods. Coal 
sheds, capable of storing 50,000 tons, adjoin the godowns, 
while hand cars on rails essentially aid the labor of un- 
loading vessels. The usual accompaniments are also to be 
found — two graving docks, the Victoria dock, 450 feet 
long and 65 feet broad at entrance, and the Albert dock, 
485 feet long and 60 feet broad at entrance — a machine 
shop, boiler and masting shears, etc. Considerable improve- 
ments are now under construction, including a railway 
running from one end of the wharves to the other. The 
New Harbor Dock Company's premises, situated about 
three miles further west, include two docks of 375 and 444 
feet in length, respectively, with sheds, workshops, etc. 
They were purchased by the Tanjong Pagar Dock Company 
in 1900, and were included in the sale to the government 
in 1906, as was also the patent slip at Tanjong Rhu, which 
is 429 feet long and 76 feet broad over piers. The Dock 
Board has carried out improvements in the docking and 
wharfage facilities of the colony at a cost of over 
£2,000,000. The new graving dock, completed in 1912, 
is 894 feet long and 100 feet wide, with a depth of sill of 
34 feet, measurements which make it the largest dock 
east of Suez. 

Singapore is the most important port of call in the 
Straits Settlements for vessels to and from the Far East. 

Precipitation averages 85.8 yearly. 

Imports : Cottons, provisions, coal, rice, hardware, paper, 
liquors, opium, flour, petroleum, gunnies. 

Slniapore Harbor 

Exports: Tin, rubber, gambier, gutta percha, coffee, 
hides, rattans, sago flour, pepper, tapioca, copra, nutmegs, 
canes, gums, M. O. P. shells, white and black pepper, 
camphor, gum elastic, coffee, sapan wood, shellac, pre- 
served pineapples. 

Names of Importing and Exporting Firms: Adamson, 
Gilfillan & Co. Ltd., The Borneo Co., Boustead & Co., 
Guthrie & Co. LtcL McAllister & Co. Ltd., Paterson, 
Simons & Co. Ltd., Thomas W. Simmons & Co. 

Steamer Lines Using the Port: P. & O., British India, 
Apcar, N. Y. K. (Japanese Mail Line), "Nederland" and 
Rotterdam Lloyd, Ellerman & Bucknall Co. Ltd., China 
Mail S. S. Co. Ltd., Pacific Mail S. S. Co. Inc., Mes- 
sageries Maritimes, Siam Steam Nav. Co. Ltd., Straits 
Steamship Co. Ltd., Ocean S. S. Co. Lid., West Australian 
S. N. Co. Ltd., Burns, Philp & Co. Ltd., Canadian Pacific 
Ocean Services Ltd., Toyo Kisen Kaisha, Royal Packet 
Navigation Co. of Batavia, Indo-China Steam Navigation 
Co. Ltd. 

Consular Representations: United States, (Edwin N. 
Gunsaulus, consul general), Belgium, Chile, China, Den- 
mark, France, Italy, Japan, Netherlands, Norway, Portugal, 
Russia, Siam, Sweden, Spain. 



Latitude 59 degrees 20 minutes north, longitude 135 de- 
grees west. 

Population, 1,000. 

Harbor: At head of Lynn canal and terminus of the 
White Pass & Yukon Ry. Entrance for Yukon and Yukon 
river points. 

Steamship Companies: All lines calling at Ketchikan 
and Juneau call at this port. 

Wharves: White Pass & Yukon Ry. wharf, used by all 
steamship lines. 


bland of Java, Dutch East Indies 

Position: Latitude 7 degrees 11 minutes 51 seconds 
south, longitude 112 degrees, 44 minutes 21 seconds east 

Population: 150,198. 

Pilotage: Compulsory. From $50 according to size and 
draft of vessel. 

Port Charges : Tonnage, f . 0.16 per M3 per 6 months, to 
be paid at the first port of call in N. I. Customs, for holi- 
day permits and after office time, f. 1 per hour. 

Digitized by 




Stevedoring: Rates for loading and discharging cargo, 
f. 0.30 per ton for general cargo. Overtime cost per man, 
f. 0.50 for half a night, f. 0.80 for a whole night. Cost 
per day, general labor, f . 1 per man. Lighterage cost per 
ton, f. 1.50 for outward cargo and f. 1.70 for inward cargo. 

Accommodation : Anchorage in Roads in 6 to 10 fathoms, 
basin capable of containing at least 20 large vessels. New 
harbor practically completed with quay space for say a 
dozen large steamers. Draft at North Bar 18^ feet LWST 
range 3 to 7 feet. South Channel 12 feet range 6 to 10 feet 
Two floating cranes, lifting capacity 25 and 50 tons. Gov- 
ernment drydocks. 

Imports : Cotton goods, fancies, hardware and iron mon- 
gery, machinery, potteries, sulphate of ammonia, provi- 
sions, canvas, glasswares, paper, petroleum, candles. 

Exports: Sugar, tobacco, coffee, tea, rubber, kapok, tim- 
ber, hides flour, rice, tapioca, copra. 

Names of Importing and Exporting Firms : Burt Myrtle 
& Co., Geo Wehry & Co., Van Nierop Co., Eraser Eaton 
& Co., Handel svereeniging Amsterdam, Internationale 
Crediet en Handelsvereeniging Rotterdam. 

Steamer Lines Using the Port: Stoomvaart Maats- 
chappy Nederland and Rotterdamschfe Lloyd to Holland 
and New York; Ocean S. S. C. Ltd. and China Mutual 
S. N. C. Ltd. to England; Java-China-Japan Line to 
China, Japan and San Francisco, British India S. N: C. 
Ltd. and Asiatic S. N. Ltd. to British India, Koninklyke 
Paketvaart Maatschappy in the N. I. Archipelago, Singa- 
pore, Penanjr. and Australia; Nanyo Yusen Kabushiki 
Kaisha to Japan. 

Consular Representations: All principal powers. Harry 
Campbell is consul for the United States. 

Soerabaia occupies a strategic position at the north- 
eastern end of the island of Java acting as the flrst im- 
portant seaport for all steamers from the east. The harbor, 
with its sheltered roadstead, affords complete protection 
against storms for even the largest vessels. The island is 
noted as one of the largest cotton cloth markets in the 
world, and the heaviest importations pass through the port 
of Soerabaia. The extensive agriculture operations carried 
on throughout the district served by the port keeps a con- 
stant pressure on the demand for modern farm imple- 
ments. In the industrial field, shipbuilding occupies a most 
important place in the activities of the port. 



Population about 4,000. 

Latitude 46 degrees 40 minutes 42 seconds north, longi- 
tude 122 degrees 24 minutes west. 

Depth : Willapa Harbor bar, 28 feet. Depth at wharves, 
20 to 30 feet. 

Docks : City Dock, South Bend Wharf Co., wharf with 
warehouse capacity 500 tons. Several lumber wharves — 
owners, McCormick Lumber Co., South Bend Mills & 
Timber Co., Northern Pacific Ry. Total capacity, 7,500,000 

Drydocks and marine railways: None. 

Customs representative: Geo. Devers, deputy collector. 

Bonded warehouses: None. 

Tug boat companies: Coulter Tow Boat Co., T. H. 

Railroad connections: Northern Pacific Ry., Puget 
Sound & Willapa Harbor Ry. Co. 

List of charges : Wharfage, average 10 cents per ton. 
Anchorage, none. Stevedoring labor, 50 cents per hour, 75 
cents for overtime. Water, $7.50 for each boat. Cartage 
50 cents per ton. Towing, Puget Sound rates. 

Lumber manufacturing and shipping forms the principal 
industry of South Bend, and several very large saw- 
mills are located at tide water, with wharves and good 
shipping facilities. 



Position: Latitude 23 degrees 20 minutes 43 seconds 
east, longitude 116 degrees 39 minutes 3 seconds north. 

Population: Estimated 75,000. 

Pilotage: Not compulsory. All steamers and sailing 
vessels $5 per foot English measurement 

Port Charges: Tonnage dues, 4 mace per ton, available 
4 months only. Other charges, permits to work at night, 
Haikwan Tads 10; Sunday or holiday permits, Haikvran 
Taels 20. 

Stevedoring: Rates for loading and discharging cargo, 
75 cents per 100 packages. Cost for general labor, 80 cents 
per 100 packages. Lighterage, cost per lighter per day, $6 
to $8. 

Accommodation : Butterfield & Swire have four pontoons 
and one buoy; Jardine, Matheson Co. Ltd. one pontoon 
and one buoy; Douglas S. S. Co., China Merchants S. S. 
Co., Bradley & Co. Ltd., O. S. K., each one buoy; other 
vessels may anchor in harbor limits, where there is ample 
room. Draft available, high tide, between 22 and 24 feet 

Imports: Beancake, beans, peas, cereals, yarn and piece 
goods, etc. 

Exports : Sugar, liquid indigo, fruits, paper, tea, tobacco, 
grass cloth, earthenware, etc 

Names of Importing and Exporting Firms: Messrs. 
Jardine, Matheson & Co. Ltd., Butterfield & Swire, Bradley 
& Co. Ltd., W. G. Humphreys Co., Alex Ross & Co., 
Ki Heng Co. 

Steamer Lines Using the Port: Douglas S. S. Co. Ltd., 
Hongkong, Swatow, Amoy and Foochow ; Indo-China S. N. 
. Co. Ltd., Hankow, Shanghai, Swatow, Hongkong and 
Canton; China Navigation Co., Hankow, Shanghai, Amoy, 
Swatow. Hongkong, Canton; Osaka Shosen Kaisha, Hong- 
kong, Swatow, Amoy and Formosa; Chino-Siam S. N. 
Co. Ltd., Hongkong, Swatow and Bangkok (Siam). 

Consular Representation: Great Britain, United States 
France, Japan, Russia, Norway. 

Pilotage Fees 

The harbor pilotage Fees payable to the pilots con- 
cerned are as follows: 

(a) Shifting a vessel's berth to or from any steamer, 
wharf or pontoon, $20 Mexican in full. 

(b) Taking a vessel to or from, or shifting to or from 
any oil installation moorings, vessels up to and including 
1,500 tons, Mexican $15 in full; over 1,500 tons, Mexican 
$25 in full. 

(c) Shifting a vessel's berth in the stream, Mexican $15 
in full. 

Weather and Storm Signals 

Typhoon and storm warnings are received from the 
Zi-ka-wei Observatory, Shanghai, and Hongkong, and will 
be signalled at the Storm Signal Station of the I. M. C; 
the symbols are the same as used by the Zi-ka-wei Ob- 
servatory, Shanghai. All weather telegrams received are 
signalled and shown on the notice board outside the harbor 
master's office; also the latest pilot charts for the 
North Pacific Ocean. Should a typhoon be expected to 
pass close to Swatow, a red drum will be hoisted on the 
Custom's flagstaff. 

Harbor Regulations 

1. The anchorage for foreign vessels is between T'ta-tau 
point Kak-chio point. 

2. Vessels entering the anchorage will be boarded by the 
boat officer, who will direct them to proper berths. 

3. Steamers having determined berths are allowed on 
arrival to proceed to them without stoppage, unless they 
have dangerous or explosive cargo or mfectious disease 
on board, in which case they are to be governed by clauses 
9 and 10 of these regulations. 

4. Vessels are to moor in accordance with the orders 
received from the harbor master, and not to shift their 
berths or remove from the anchorage without a special 
permit, except when outward bound and after having ob- 
tained their clearance papers. 

5. Applications for berths or for permission to shift 
must be made at the harbor master's office by the agents, 
the shipmaster, or the pilot in charge. 

6. All vessels when at anchor shall, from sunset to sun- 
rise, exhibit where it can best be seen, and at a height 
from the deck not less than 20 feet, a white light visible 
all round at a distance of at least one mile. 

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7. Vessels are required to keep their chains clear, and 
not to have lines out to buoys, wharves, or other vessels 
any longer than necessary when shifting their berths. 

8w Without written permits from the harbor master no 
cannon or small arms shall be fired off on board merchant 
vessels within the harbor limits. 

9. Vessels arriving at this port and having on board as 
cargo more than 100 pounds of gun powder, fixed am- 
munition in excess of 20,000 rounds (or the aggregate 
powder charges of which exceeds 100 pounds), or any 
quantity whatever of nitro-glycerine, dynamite, or other 
high explosive, shall anchor not less than one mile below 
the lower limit of the harbor and fly a red flag (B, Inter- 
national Code) at the fore during daylight, and shall 
abide by the instructions received from the Customs. 

10. A vessel arriving with a contagious disease on board 
shall stop below the lower limit of the harbor, shall fly 
a yellow flag at the fore, and shall allow no one to dis- 
embark or come on board without permission from the 
harbor master's office. 

11. Masters of vessels shall not permit ballast or ashes 
to be thrown overboard. 

12. No buoy may be laid down without the sanction of 
the harbor master and his approval of the moorings by 
which it is to be held in position. 

13. Buoys that are already laid down are subject to the 
control of the harbor master, and where they are so placed 
as to obstruct the passage of vessels through the harbor, 
or are not moored in such a way as to economize berthing 
space, the harbor master will be at liberty to order them 
to be shifted. In case of refusal or neglect on the part of 
the owners of a buoy to shift its position as directed by 
the harbor master, the latter may cause it to be removed 
at the risk of the owners thereof. 

14. In case of fire occurrinff on board a vessel in port, 
her bell must be rung immediately and the signal B J F, 
International Code ("Ship on fire")» hoisted, if possible, 
during the day, or the light lowered and hoisted con- 
tinualhr during the night 

15. Vessels infringing clause 9 of these regulations, by 
coming within the harbor limits with dangerous or ex- 
plosive cargo on board in excess of the quantity therein 
allowed, will be notified by the harbor master to proceed 
to an anchorage not less than one mile below the lower 
limit of the harbor, and their entrance, working, and 
clearance will be stopped by the Customs until this notice 
is complied with. All other vessels not occupying the 
berths assigned to them as required by the 2nd, 4th and 
5th clauses of the above regulations are likewise liable 
to . have their entrance, working, and clearance stopped 
by the Customs until the harbor master reports them as 
berthed in accordance with these directions. 

Masters of vessels committing breaches of the other 
regulations will be dealt with by the consular authorities. 

1. A vessel approaching the port should, when off Bill 
island, display her house and other distinguishing flags, 
and the flag denoting the name of the port she comes from, 
in order that the same particulars may be signalled from 
the Custom's signal station. 

2. Masters of vessels are requested to furnish the harbor 
master's office with any information they may possess rela- 
«tive to an^ new dangers, such as rocks, shoals, etc., that 

may be discovered. 

3. If the master of a vessel has any complaint to prefer 
against a pilot, he should forward it in writing to the 
harbor master. 

4. At the harbor master's office may be seen all notices 
pertaining to the department, as well as others that are of 
interest to navigators in the "China Sea. 

Time Gun 

A gun is fired at noon on Saturdays; the time ball is 
hoisted half mast at 5 minutes to 12 (noon), to the mast 
head at 1 minute to 12 (noon), and dropped at noon. 
The 120 degrees £. is taken as die standard meridian for 

Position of time ball staff: Latitude 23 degrees 21 
minutes 43 seconds north, longitude 1 16 degrees 40 minutes 
29 seconds (7 hours 46 minutes 42 seconds) east. 

Sanitary Regulations for Foreign-Rigged Vessels 

1. In the event of a case of cholera (substantiated by a 
medical officer) occurring on board any foreign-rigged 
vessels in the harbor, the master of such vessel shall forth- 
with hoist the yellow, or quarantine, flag (letter Q in the 
International Code of Signals), and shift his anchorage 
to the quarantine ground. On the exhibition of the quaran- 
tine flag the Customs authorities will immediately stop 
all landing of shipment of merchandise, personal effects, 
passengers, etc., from or to the vessel concerned. 

2. While at the quarantine ground the vessel shall con- 
tinue to fly the quarantine flag, and she shall remain there 
and be cut off from all communication with the shore or 
with other vessels (except in so far as such communica- 
tion may be sanctioned in writing by her medical attend- 
ant) until such time, not exceeding ten days after the ter- 
mination of any case of cholera on board, as she shall 
have been declared in writing by her medical attendant 
to be free from disease. 

3. Such precautions in the way of burning clothing, 
fumigating, etc., as may be ordered by the medical officer 
must be strictly carried out on board the vessel. On no 
account are the evacuations, clothing, etc., of a patient 
to be thrown overboard without previous thorough dis- 

4. The quarantine ground is that portion of the river 
below the harbor limits which lies east of a line running 
south from the Mud flat buoy, west of a line running 
south from the Round fort, and north of the fairway of 
vessels entering and leaving the harbor. 

SYDNEY (See Port Jackson) 
New South Wales, Australia 



Population: U. S. government estimate, 125,000. 

Harbor: Latitude 47 degrees 15 minutes 15 seconds 
north, longitude 122 degrees 26 minutes 24 seconds west. 

Depth of harbor: Average over 50 fathoms. Not less 
than 25 feet at any wharf. 

Harbor master: W. G. Rowland. 

Mooring buoys owned by city. Two. 

Mooring charges: For vessels over 500 tons, $2 per 

U. S. Customs representative: Wm. A. Fairweather, 
deputy collector. 

Bonded warehouse: Milwaukee Ry.. Broadway Wrhs. 
Co., 21st and Broadway; Commercial Truck and Storage 
Co., So. 23rd and E St.; Great Northern Ry., 21st and 
D St. 

Customs brokers: A. W. Thornely Co.. J. T. Steeb & 
Co., Dodwell & Co., Saunders Ward & Co., George S. 
Bush & Co., Frank P. Dow & Co. 

The grand total of imports and exports for Tacoma 
during 1918 amounted to $318,613,938. and the total cargo, 
2,862,987 tons. Exports aggregated $125,024,855, repre- 
senting an increase of nearly $50,000,000 or 20 per cent 
over 1917. Imports reached the enormous sum of $193,- 

The leading items of import exceeding a mijlion dollars 
in value were: Antimony, ^,053,200; beans, $2,624,475; 
braids, straw, hemp, etc., $3,()08,166; cotton and cotton 
goods, $1,472,053; canned salmon, 406,662 cases, $3,951,093; 
gunnies, $1,500,300; hemp, $9,039,327; hides, all kinds, 
$4,524,127; fuel oil, $2,335,451; logs, 255,639.746 ft, $4.- 
054,295; oils for commercial uses. $16,735,510; ores, all 
kinds, $34,668,090; paper and pulp, $2,316,798; peanuts, 
$2,745,618; rubber and rubber products, $17,878,843; rice, 
$5,200,057; rammie fibre, $1,107,830; silk and silk pro- 
ducts, $17,632,026; tin slabs, $9,918,487; tea, 348,022 pkgs., 
$6,060348; tobacco, $8,301,720; wool, washed, and in 
greases, $3,785,428. 

Exports: 900 automobiles, $1,215,833; cotton, $17,- 
646,7/0; drygoods and cotton goods, $4,191,609; explosives, 
$2,325,837; cigarets, 4,141,924,000, $6,999,499; electrical 

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foods and machinery, $2,632,888; fish cured and canned, 
1,319,528; hardware, $2,120,540; flour, 2,160,474 bbls., 
$22,747,555; iron and steel, $16,922,902; copper, $3,019,228; 
lumber, 93,411,078 ft, $2,519,912; milk, $1,145,395; ma- 
chinery, $8,055,544; tin plate, $5,965,968; tobacco. $3,- 
283,471; oils for commercial use, $1,626,310; paper and 
pulp, $2,809,378. 

Cargo tonnage: 1,967,142; arrivals, 12,414; reg. ton, 
4,429,655; departures, 12,551; reg. ton., 4,413.563. 

Steamship lines: American-Hawaiian S. S. Co., Baker 
dock; Blue Funnel Line, Dodwell & Co., Ltd.. Tacoma 
BIdg.; Alaska S. S. Co., Perkins BIdg.; Harrison Line, 
Balfour, Guthrie & Co., Perkins BIdg.; Osaka Shoshen 
Kaisha, 1017 S. A. St. ; Nippon Yusen Kaisha, Milwaukee 
dock; Matson Navigation Co., Baker dock; Pacific S. S. 
Co., Perkins BIdg.; Royal Mail Steam Packet Co., Frank 
Waterhouse & Company, Garland S. S. Corporation, 523 
Tacoma BIdg., W. R. Grace & Co., 523 Tacoma BIdg. 

Tow boat companies : Tacoma Tug & Barge Co., Taco- 
ma Tug Boat Co., Puget Sound Tug Boat Co., Milwaukee 
Tug & Barge Co., Foss Launch Co. 

Oil docks: One, Standard Oil Co. 

Lloyd's Agent : John F. Lyon, 602 National Realty BIdg. 

Railroad connections: Northern Pacific Ry., Great 
Northern Ry., Oregon- Washington R. R. & N. Co., Chi- 
cago, Milwaukee & St. Paul Ry 

Water Rates: 1,000 cubic feet, $3.20; 5.000 cubic feet. 
$9.50; 7,500 cubic feet, $10.75; 10,000 cubic feet, $12.00; 
15,000 cubic feet, $14.50; 20,000 cubic feet, $17.00. 


Todd Drydock & Construction Corporation. 

The Foundation Company, Inc. 

Tacoma Shipbuilding Company. 

Seaborn Shipyards Company. 

Wright Shipyards Company. 

Babare Bros. 

Martinolich Shipbuilding Company. 

The total output of Tacoma's seven shipbuilding com- 
panies in 1918 was SO vessels, the aggregate tonnage 
being 197,000 tons. Of these, eight were of steel con- 
struction, of 7,500 tons each, launched at the Todd yards. 
The remainder were 20 wooden vessels of 3,000 tons 
each, built for the French government; these being an 
auxiliary steam schooner type; and 22 Ferris type vessels, 
each 3,500 tons, delivered to the U. S. Shipping Corpora- 

In 1917 the number of men employed in the shipyard 
industry in Tacoma reached the maximum of 4,500 men. 
This was increased to nearly 15,000 men at the height 
of activity in the fall of 1918. Prospects for 1919 in- 
dicate a continuance of the shipbuilding activity, but 
whether or not at the same rate as in 1918 will depend 
upon the policy of the U. S. Shipping Board. The 
Foundation Company intends to convert its wooden yards 
into a steel plant, and has contracts totaling $100,000,000 
and more, from the French government, but cannot un- 
dertake construction until the federal government ap- 
proves the foreign contracts. 


No dockage charge to ships loading or discharging. 
Idle ships, or ships loading or discharging ballast must 
pay dockage (private rates arranged). 

Anchorage free to any ship paying the Customs ton- 
nage dues. 

Wharfage: Cargoes pay from 2Sc to 50c per ton 
on all ordinary general cargoes, lumber, etc. Explosives, 
$1 per ton. Cattle, shefep, hogs, horses and automobiles, 
special arrangement. 

Coaling. Done from electric operated bunkers via 
chutes to ship's holds or bunkers. There is one large 
bunker situated on west waterfront and owned by the 
N. P. Ry. Co. Capacity, 16,000 tons. Delivery can be made 
as fast as can be received up to 500 tons per hour. 

F. Water: Supplied by N. P. Ry. Co. at any of their 
hydrants or dock, $10 per ship to ship's hose From water 
boats, 5^c per gallon. At private docks, yic per gallon 
to ship's hose. 

Lighterage: See Puget Sound Towage Tariff, supple- 
ment No. 1, also for tug boat companies and allied in- 
terests. Puget Sound Tug Boat Co., doing all coastwise 
and ocean towing from Alaska to Panama, have an agency 
in Tacoma. They are represented by Capt Frank An- 
drews, 52 Pacific Cold Storage BIdg., Northern Pacific 

Wharfs, Piers and Shipyards 

Albers Bros. Milling Co. ; Auto-Marine Machine Works ; 
Babare Bros. Shipbuilding Co.; Baker Dock Co.; Balfour 
Guthrie Co.; Dock No. 1, Dock No. 2— Barlow & Sons, 
C. S.; Buffelen Lumber & Mfg. Co.; Crowe & Co., F. 
T.; Clear Fir Lumber Co.; Commercial Dock Co.; C. M. 
& St. P. Railway Co.— Ocean Dock, Dock No. 2, Mil- 
waukee Elevator; Commercial Lumber Co.; Danaher 
Lumber Co.; Defiance Lumber Co.; Doud-MacFarlane 
Machinery Co. ; Dodge Mill Co., Ernst ; Foss Dock ; Fran- 
sioli & Co., P. J. ; Foundation Co. Shipyards ; General Boil- 
ers Co. ; Glacier Fish Co. ; Gregory-Wintermote Mill ; Ham- 
mond & Co. ; Independent Asphalt Paving Co. ; Isley Lum- 
ber Co. ; Island Produce Co. ; Kellogg-McConnell Co. ; 
London Dock, U. S. Q. M. Dept; Municipal Dock; Ticket 
Office, Baggage Room, Freight Office-^-Moore & Co., 
Chas. O. ; Milwaukee Elevator Co. ; Marine Lumber Co. ; 
North End Lumber Co.; Nor. Pac. Ry. Co., Sound Dock; 
Bonded Warehouse No. 1, Bonded Warehouse No 2 — 
Northwestern Woodenware Co.; Northwestern Dock; Old 
Town City Dock; Point Defiance Park Dock; Puget 
Sound Lumber Co.; Puget Sound Flouring Mills; Pacific 
Coast Coal Co.; Pacific Steel & Boiler Co.; Pacific Coast 
Gypsum Co.; Pacific Fruit & Produce Co.; R3ran Fruit 
Co.; Russell Co., James; Sperry Flour Co.; Savage Sco- 
field Co.; Standard Oil Co. Dock; Standard Chemical 
Co. ; Stevens & Co., Jno. B., U. S. Q. M. Dept. ; Seaborn 
Shipyards Co., Outfitting Dock; St. Paul & Tacoma Lum- 
ber Co. Dock; Ship Lumber Mill Co.; Tacoma Smeltin^T 
Co.; Tacoma Grain Co.; Tacoma Steam Boiler Works, 
Tacoma Gas Co.; Tacoma Shipbuilding Co.; Todd Dry 
Dock & Construction Co. ; Vermont Marble Co. ; Western 
Fir Lumber Co. ; Wheeler Osgood Co. Saw Mill ; Wright 
Shipyards, Waterway Mill Co. ; Wright Repair Co. ; 
West Coast Produce Co. 

Northern Pacific Dock: Length 2,100 feet, alonjar 
the waterfront north from what would be the foot 
of S. 2nd St. On this dock are three warehouses. Be- 
ginning at the south end of the dock, these warehouses 
are as follows: 

Puget Sound Warehouse: Owned and operated by 
the Northern Pacific Ry. Co. Dimensions 50 'feet 
by 400 feet long. The southerly 50 feet of this build- 
ing is occupied by the wharf freight office of the 
Northern Pacific Ry. Co. Exclusive of this the ware- 
house has floor space of 17,500 square feet Carrying 
capacity for warehouse, about 3,000 tons. Warehouse has 
two stationary slips leading from the front of the dock 
up into the warehouse. It is served by one track on the 
inshore side, capacity of which is nine cars. Warehouse 
is elevated so that floor and platform are on level with 
floor of cars on track. Depth of water, 30 feet at -low 

Ocean Warehouse No. 1: Owned by Northern 
Pacific Ry. Co. Located 250 feet north of Puget 
^und Warehouse. Dimensions 80 feet wide by 600 feet 
long, with a lean-to 25 feet wide, which gives warehouse 
a total width of 105 feet. Floor space, 63,000 square feet. 
Carrying capacity, about 12,000 tons. 

The southern 250 feet of this warehouse is leased to 
the Commercial Dock Co., and is known as Commercial 
Dock No. 2. This dock is the Tacoma terminus for W. 
R. Grace & Co.'s steamers in their New York and West 
Coast service; also for the Kosmos S. S. Co. in their 
service between this port and European ports 

Immediately north of Commercial Dock No. 2, the next 
250 feet space is operated by the Northern Pacific Ry. 
Co. and is used for handling rail business in connection 
with steamers plying between San Francisco and Puget 
Sound ports, operated by the Pacific S. S. Co. and the 
Pacific Alaska. Navigation Co. Also for miscellaneous 
ocean business. 

Digitized by 




The remainder of the warehouse building, or northerly 
100 feet, is partioned off for a United States bonded ware- 
house, and is operated by the Northern Pacific Ry. Co. 
as such. 

The entire warehouse is served by two tracks on the 
inshore side, and with one track on the water side. 
Capacity of each track is 14 cars. Warehouse is elevated 
so that floor and car platform on inshore side are on 
level with floors of cars on track. Dock and track on 
water side are on level with warehouse floor. 

Dock has accommodations for two large steamers, each 
section having overlapping privileges. Dock has water 
dep^h of 30 feet at low tide. 

Ocean Warehouse No. 2: Located about 75 feet 
north of Ocean Warehouse No. 1. Owned and op- 
erated by the Northern Pacific Ry. Co. Dimensions 120 
feet wide by 800 feet long. Floor space 96,000 square 
feet. Carr3ring capacity about 20,000 tons. This ware- 
house is the Tacoma terminus of the Ocean S. S. Co., 
commonly known as the **Blue Funnel Line" (Dodwell 
& Co., Ltd., Pacific Coast agents), operating between the 
United Kingdom and Puget Sound and British Columbia, 
via the Red Sea and the Ofient. Dock has accommoda- 
tions for two large ocean steamers. Warehouse is served 
by two tracks on the inshore side and one track on the 
water side. Capacity of each track, 20 cars. Warehouse 
is elevated as Ocean Warehouse No. 1. Dock has 30 feet 
depth of water at low tide. 

Northern Pacific Electrical Coal Bunkers: Located 
on the waterfront between 500 and 600 feet north of 
Ocean Warehouse No. 2. Structure is 36 feet wide by 416 
feet long, and has a storage capacity of 16,100 tons of coal. 
It is served by two tracks immediately over the bunker 
pockets, the coal being dumped direct from the cars into 
the pockets. The bunker stands about 265 feet back from 
the face of the dock on which delivery tower is built. 
Coal is conveyed to this tower through an underground 
tunnel by conveyor buckets, which are elevated by delivery 
chute to suit the height of steamer receiving the coal. De- 
livery capacity of bunker is 600 tons per hour. Depth of 
water outside tower, 30 feet at low tide. Can now supply 
ships of any size. 

Tacoma Grain Company: Adjoining the bunkers 
on the west with a frontage of 730 feet, are the 
elevators and mill of Tacoma Grain Co., with a storage 
capacity of 21,000 tons of wheat and cereals. The build- 
ings are built on solid ground and set back from the water 
front about 100 feet. Two mooring docks and towers 
on the waterfront are connected with the buildings by 
an overhead viaduct Products handled by belt conveyors 
with a loading capacity of 125 tons per hour each; depth 
of water at low tide, 40 feet. 

Sperry Flour Company: Joining the Tacoma Grain 
Co. on the west with a frontage of 800 feet, are 
the elevator and mill of the Sperry Flour Co. with a 
storage capacity of 40,000 tons of wheat and cereals. The 
buildings are built on solid ground and set back from 
the water front about 100 feet. Two mooring docks and 
towers on the waterfront are connected with the build- 
ings with an overhead viaduct. Products handled by belt 
conveyors with a loading capacity of 60 tons per hour 
each ; depth of water at low tide, 30 feet. 

Puget Sound Flouring MiHs Company: About 425 
feet west of the Sperry Flour Co. are the elevator and 
mill of the Puget Sound Flouring Mills Co. On the 
water front are the warehouses of about 800 feet front- 
age. The mill and warehouse are connected by an 
overhead viaduct. Total storage capacity of about 16,000 
tons. Loading capacity about 200 tons per hour. Two con- 
veyors. Depth of water at face of dock, 28-30 feet at low 

Commercial Dock No. 1: Located at and running 
south from Commercial Dock Bridge. Owned by North- 
em Pacific Ry. Co. and leased to the Commercial 
Dock Co. Dock is 700 feet long and has water depth 
of 30 feet at low tide. Dock carries warehouse 125 feet 
wide by 600 feet long, with floor space of 75,000 square 
feet. It is served by a depressed track on the inshore 
side with a capacity of 11 cars. Dock has six slips, three 
of them gear and three of them floating, so that cargo 

can be handled to and from steamers at any stage of 
the tide. Dock, is so arranged that teams can enter ware- 
house and handle freight direct, or can work at platform 
on inshore side of warehouse. Dock is equipped with 
crane for handling heavy machinery or other articles. 
This is the Tacoma terminus of the Pacific S. S. Co.'s 
service with California ports, and of the Border Line 
Transportation Co., which maintains a service to Victoria 
and Vancouver, B. C, also of the Canadian Pacific Ry. 
from Vancouver, B. C, by steamer Morning Star. It is 
also the Tacoma terminus of steamers operating to and 
from Alaska ports. 

Northern Pacific Sound Dock: Located just north 
of Commercial Dock No. 1 and has a water depth of 
35 feet at low tide. It has a warehouse floor space 
of 25,000 square feet, with an overlapping privilege 
for berthing, which will accommodate any ocean-going 
steamers. It is served with a depressed track on the 
back of the house and water track on the face, enabling 
them to handle lumber to advantage direct from cars to 
ship. This dock is used as the Tacoma terminal for 
W. R. Grace & Co. in their New York a^d West Coast 
service; also for the Kosmos S. S. Co. to European 
ports. ^ 

Baker Dock: Located 50 feet south of Commercial 
Dock No. 1. Owned by Northern Pacific Ry Co., 
and leased to the Baker Dock Co. Has a water depth 
of 30 feet at low tide. Carries a warehouse 125 
feet wide by 400 feet long, with a floor spacQ of 49,500 
square feet Warehouse is served by one track on the 
inshore side, with a capacity of nine cars. Warehouse 
is elevated so that the floor and platform between it and 
track are on level with floors of cars on track. There 
are two stationary slips reaching from front of dock 
up into warehouse. 

The Pacific S. S. Co. have 10 steamers each week run- 
ning regularly between Tacoma and California ports. 

The American-Hawaiian S. S. Co. have a steamer 
scheduled for sailing every five days from Hawaiian 
Islands and New York. 

The Matson Navigation Co. have a steamer every 12 
days for Hawaiian Islands. 

The Charles Nelson Line has a steamer each week carry- 
ing freight from San Francisco only. 

Balfour Dock: Located about 40 feet south of 
Baker dock. Owned by Northern Pacific Ry. Co. and 
leased to Balfour, Guthrie & Co. Dock is 1,100 feet long 
and has a water depth of 27 feet at low tide. It carries 
a warehouse 125 feet wide by 1,100 feet long, with a 
floor space of 137.500 square feet. Warehouse is served 
by two tracks on the inshore side, each having a capacity 
of 23 cars. Warehouse is elevated above level of tracks, 
the same as Eureka dock. It is equipped with one float- 
ing slip, so that cargo can be delivered to or taken from 
steamers at any stage of the tide. About 100 feet width 
on the inshore side of warehouse is built on solid g^round, 
with tonnage capacity limited by space alone. The side 
of warehouse outside of this is built over the water, and 
carrying capacity limited to 800 pounds to the square 

Balfour, Guthrie & Co. are agents for the Harrison 
line of steamers, which operate between European ports 
and ports on the west coast of North America. These 
steamers have no regular schedule, but average about one 
a month. Dock has grain cleaning plant with daily capac- 
ity of from 700 to 1,000 tons, and with storage bin capacity 
of 600 tons bulk grain. The Charles Nelson Co. and Mat- 
son Navigation Co. also use this dock. 

London Dock: Located immediately south of and 
adjoining Balfour Dock. Owned by Northern Pacific 
Ry. Co. Has water depth of Z! feet at low tide. Dock 
carries a warehouse 125 feet wide by 400 feet long, with 
a floor space of 49,500 square feet. The carrying capacity 
of about three-quarters of this space, towards the back, 
which is built on solid ground, is only limited by the space ; 
that of the balance of the floor space is limited to 800 
pounds to the square foot. Warehouse is served by two 
tracks on the inshore side, each with a capacity of nine 
cars. Warehouse is elevated above level of tracks, the 
same as Eureka dock. Warehouse is equipped with grain 
cleaning plant, having a bin capacity of SCO tons. 

Digitized by 




Northwestern . Dock: Located immediately south 
of and adjoining London Dock. Owned by North- 
ern Pacific Ry. Co. Has water depth of 27 feet at low 
tide. Dock carries a warehouse 125 feet wide by 360 
feet long, with a floor space of 45,000 square feet The 
carr3dng capacity of about three-quarters of this space, 
towards the back, which is built on solid ground, is limited 
only by the space ; that of balance of floor space is limited 
to 800 pounds to the square foot Warehouse is served 
by one track on the inshore side, with a capacity of seven 
cars. Warehouse is elevated above level of track the 
same as Eureka dock. 

Dock is equipped with one gear slip, so that cargo can 
be handled to and from steamers at any stage of the tide. 
The Northern Grain & Warehouse Co. use this dock and 
warehouse for their own grain business. 

Chicago, Milwaukee & St. Paul Railway Co.: Com- 
pany operates two docks, one of which is 175 feet 
wide by 940 feet long, the other is 175 feet wide 
by 1,000 feet long. Dock is served by an unobstructed 
waterway leading out of the bay, 215 feet wide, by 2,000 
feet long, and has a depth of 35 feet at low tide and 51 
feet at high tide, which gives ample depth for any trans- 
Pacific vessels. Two tracks on the waterside run the 
full length of the dock for handling freight direct from 
car's to steamer. A submerged track running through the 
center of the dock for a distance of 440 feet, which per- 
mits unloading or loading shipments into warehouse at 
very little expense. 

On the land side of the docks there are four tracks 
running the full length of docks, also used for loading 
and unloading. In addition to the dock proper there is 
a platform extending beyond the dock for a distance of 
360 feet, which gives a frontage of 1,300 feet and makes 
it possible to handle four to five steamers at the same 

Milwaukee Grain Elevator: Operated by Milwaukee 
Elevator Co. On the north side of the waterway is the 
grain elevator, 500 feet long and 175 feet wide with addi- 
tional dock front of 100 feet. This elevator has a capacity 
of 106,000 bushels of bulk grain and 994,000 bushels of 
sacked grain with additional track storage for 250 cars. 
The elevator is modern in equipment and capable of load- 

ing to vessels at the rate of 7,000 bushels per hour. 
Thirty-five feet water at low tide. 

Three hundred feet to the east is the lumber dock, SOO 
feet long and 200 feet wide with a yardage capacity of 
200 cars. 

In addition to this there is a lumber dock which can 
accommodate as many as four vessels at one time, but 
to permit loading the four at the same time, it is neces- 
sary to load one at each end and two along side. 

In addition to the above the company also maintains 
a gridiron and transfer bridge with adjustable apron, 
used for making delivery of carloads to barges plying 
between various Sound ports. 

Rates for wharfage, storage, etc.^ are the rates in effect 
at Seattle. 

Company exchanges with any and all steamers arrivmg 
at the Port of Tacoma. 

Foreign Consuls 

British : John F. Lyon, 602 National Realty Bldg. 

Chilean: Luis A. SanUnder, 129 Perkins Bldg. 

France: A. C. Marconnier. 

Guatemala : J. T. Steeb,. Tacoma Bldg. 

Norwegian: Ole Granrud, 408 Berlin Bldg. 
Exporters and Importers 

American Trading Co., Pacific Coast, 2133 Commerce 

Balfour. Guthrie & Co., 308 Perkins Bldg. 

Hans Heidner, Perkins Bldg. 

Thomson & Stacy Co., Berlin Bldg. 



Position : Latitude 22 degrees 4 minutes north, longitude 
120 degrees 2 minutes east. 

Population: 16,000. 

Accommodation : Entrance 26 feet, channel to inner har- 
bor 24 feet, area, 140 acres. ST. rises 4 feet. From May to 
October anchorage outside is not safe. The harbor has a 
3.000-foot quay wall, two 15-ton and ten 2-ton cranes. 
Fresh water, 40 tons an hour at wharf, 15 sen per ton. 












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. ••.:>'l.i«. 

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Waterfront at Taleahaaaa. Chile 

Digitized by 




Port Charges: Tonnage dues, 5 sen per reg, ton. Com- 
mutation, 20 sen per annum. Buoys and cranage free ; elec- 
tric power, yen 1.86 per hour. Coolies on board, 24 sen per 
ton cargo. Lighterage, 80 sen per ton, and coolies dis- 
charging to wharf, 50 sen per ton. 

Imports: Cement, machinery, fertilizers, flour, cotton, 
tissues, drugs. 

Exports: Sugar, rice. 

Takao is a treaty port, and is located on the south- 
western coast 

TALCAHUANQ (Concepcion Bay) 

The best harbor on the Chilean coast 

Talcahuano is the largest port of the province of Con- 
cepcion and lies on a bay of the Pacific Ocean of the same 
name. The shipping is of considerable importance as it 
carries the commerce of Concepcion, the capital of the 

Position: Latitude 36 degrees 42 minutes south, longi- 
tude 73 degrees 5 minutes west 

Population: 16,000. 

Pilotage: Compulsory, $60 currency in and out 

Port Charges: Mooring and unmooring, 3 cents c. cy. 
reg. ton. 

Stevedoring: Rates for loading cargo, coal, 80 cents 
c. cy. per ton. Overtime, $1. Cost for general labor, 
$9 day. 

Accommodation: Anchor in 6 fathoms, one-third mile. 
Steamers discharge 700 to 800 tons daily. Weights to 
40 tons lifted. Well protected from winds. Steamers 
stopping 48 hours obliged to moor. Custom house mole 
has 8 cranes, 2 tons each, one lifting 30 tons. Other moles. 

Imports: Coal, machinery and merchandise. 

Exports : Mineral products, gold, silver, copper, mangan- 
ese, chinchilla skins. 

Steamer Lines Using the Port : P. S. N. Co., C. S. A. V., 
Straits Service. 

Government owns two drydocks and one floating dock. 
Dimensions of drydocks, 600x70x30 feet, 800x116x36 feet 
Floating dock, 216x42 feet 



Position: Latitude 25 degrees 25 minutes south, lon- 
gitude 70 degrees 39 minutes west 

Population: 12,000. 

Stevedoring: Rates for loading cargo, $12 per 1,000 
qntls. Overtime cost per hour, tonnage system, $1.10 per 
ton. General labor, $8 to $9 per day. 

Accommodation: Anchorage in 10 fathoms, half-mile 
out. A mole, several cranes and fair facilities for load- 
ing and unloading; 200-250 tons unloaded daily. 

Imports: Coal, general merchandise. 

Exports: Nitrates, metals, copper. 

Steamer Lines Using the Port: P. S. N. Co., C. S. V. 
A., other lines come, but irregularly. 


Position: Latitude 25 degrees 5 minutes north, longi- 
tude 121 degrees 2 minutes east. 

Population: 6,000. 

Pilotage: Under 1,000 tons gross, 28 yen, inwards 
and outwards; over 1,000 tons gross, max. 36 yen; 4 yen 
additional at night. 

Port charges: Harbor dues. 5 sen reg. ton. Consular 
fees, 6.25 yen. Commuted narbor dues for one year 
may be paid, 20 sen reg. ton. Wharfage, no charge. 
Discharging kerosene and packages of same size. 1 sen; 
larger, in proportion, 8c per ton for coolie hire on 
board; heavy goods, 10c per ton. 

Accommodation: Most modern facilities in the island. 
Vessels anchor in river as anchorage off harbor is un- 
safe. HW. on bar, IS feet NT. Cargo is unloaded 
on lighters in stream; 1,000 ton vessels can discharge 
at wharf. Fresh water, 3^d. ton. 

Imports: Oil cake, machmery, kerosene, piece goods, 
flour, opium. 

Exports: Sulphur, camphor, tea, rice. 

Largest port of Northern Formosa, at entrance of 
Tamsui river. 


bland of Java, Dutch East Indies 

Position: Latitude 7 degrees 4 minutes south, longi- 
tude 112 degrees 44 minutes east. 

Population: 188,550. 

Pilotage: Compulsory. Vessels of 1,500 cub. meter, 
fl. 5; every additional 1,000 cub. meter fl. 5 inwards or 

Port Charges: Buoy dues, fl. 3 for each buoy per 24 
hours. Quay dues, fl. 0.04 per meter for each hour. 
Wharf dues, fl. 0.03 per meter for each hour. Light 
dues and Dutch Harbor and anchorage dues, fl. 0.16 
per M3. per 6 months, to be paid at the flrst port of 
call; valid for all ports. Customs, fl. 20 (ni^ht and 
holiday permits) for each gate where cargo is being 

Stevedoring: Loading cargo, fl. 0.45 per ton of 40 
cubic feet (day), fl. 0.65 per ton of 40 cubic feet (night). 
Discharging cargo and stowing in godown, fl. 0.80 per 
ton of 40 cubic feet (day) fl. 1.20 per ton of 40 cubic 
feet (night). 5% to be deducted from the total amount 
and an allowance of 20% is made on the quantity of 
cargo for broken stowage. Lighterage, fl. 1.50 per ton 
of 40 cubic feet from Batavia (outward), fl. 1 per ton 
of 40 cubic feet from Tandjong-Priok (outward). Cost 
per day for general labor, fl. 1 per man. 

Accommodation: The port of Tandjong-Priok is in 
communication with Batavia by railway and by canal. 
The outer harbor is formed by two piers 1,850 metres 
long, the entrance is 125 metres wide and the depth is 
8 metres. The inner harbor has a quay 1,1(X) metres 
long and 175 metres wide, the water has a depth of 7J4 
metres. There are extensive accommodations for coal- 
ing. The new harbor is practically completed with 
quay space for about 10 large steamers. 

Dry Dock: Length of dock 324 feet, breadth in the 
clear 67 feet, maximum draft 22 feet, dead-weight 
lifted 4,(XX) tons. Floating dock, which can be tilted 
to examine a propeller should the vessel be heavier 
than 4,000 tons deadweight. The dock is situated in 
the harbor of Tandjong-Priok and is provided with the 
required buoys to ensure safe mooring. The work- 
shops in connection with the dock are suitable for all 
the usual repairs to steam and sailing vessels. Foundry 
capable of turning out castings up to five tons. A large 
stock of material always on hand. 25-ton crane on the 

Imports: Provisions, cotton goods, fancies, ma- 
chinery, etc. 

Exports: Tea, rubber, cocoa, damar, hides, fibre, pep- 
per, tin, citronella oil, tapiocas, etc. 

Steamship Lines Using the Port: Stoomvart My. 
"Nederland" and Roterdamsche Lloyd to Holland and 
New York; Ocean S. S. Co. Ltd. and China Mutual 
S. N. Co. to United Kingdom; Java-China-Japan Line 
to China, Japan and San Francisco; Nanyo Yusen Ka- 
bushiki Kaisha Ltd. to Hongkong and Japan; Konin- 
klyke, Paketvaart Maatschappy in the N. I. Archipelago, 
Singapore, Penang, and Australia. 

Consular Representation: All the principal powers. 

Names of Import and Export Firms: Import — Maat- 
schappy voor Uitvoer en Commissiehandel, Burt Myrtle 
& Co., Geo. Wehry & Co., Indische Handels Co. Ex- 
port — Amsterdam Batavia Handelsvereeniging, Mac- 
laine, Watson & Co., Boasson & van Overzee. 

Digitized by 





New Zealand 

Customs port 146 miles distant from Auckland. 

Position : Latitude Z7 degrees 36 minutes south, longi- 
tude 176 degrees ll minutes east 

Port charges. Vessels, lj4d per net reg. ton per day; 
goods, inwards and outwards, 1/ per ton. Harbor rate, 
3d per ton landed on wharves. Berthage, J4d per ton 
per day. 

Accommodation: Landlocked harbor, with a depth of 
19 feet LW. at entrance. Depth at man-o'-war anchorage, 
6% fathoms LW. Vessels drawing 16 feet can cross sand- 
spit in harbor at high tides, and berth at either of two 

Imports: General. 

Exports: Dairy produce, flax, fish, maize, fruit. 


Position: Latitude 39 degrees 7 minutes 3 seconds 
north, longitude 117 degrees 12 minutes 34 seconds 

Population: 950,000, including suburbs. 

Pilotage: Not compulsory but advisable. Outside 
bar to inner anchorage at Taku, $3.13 per foot per sailing 
vessels. Steamer or vessels in tow, $2.50. Inner anchor- 
age at Taku to Tientsin, $3.75 for sailing vessels: stea- 
mers $3.13. 

Port Charges: Tonnage or wharf dues, Mex. $0.04*;/^ 
per reg. ton mooring fees at Bund; $35 per vessel Bund 
rent. River dues 1/5 per cent H. K. $0.20 per ton. 
Tonnage dues, vessels under. 150 tons register H. K. 
$0.20 per ton. vessels over 150 tons register H. K. $0.80 
per ton. Other charges, night permits and Sunday per- 
mits, 6 p. m. to 6 a. m. H. K. $20. 

Accommodation: Wharves occupied only by coast- 
ing vessels. Two dry docks for ligjhters only, steamers 
would have to be beached for repairs. Vessels over 300 
feet in length can only reach TongKu. Highest high 
water during 1916 on Taku bar 18 feet 9 inches; lowest 
high water during 1916 on Taku bar 13 feet 9 inches. 

Imports: Piece goods, gunnies, timber, flour, rice, oil, 
hardware, machinery. 

Exports: Wool, skins, furs, bristles, strawbraid, lin- 
seed, cotton, carpets. 

Names of Importing and Exporting Firms: Jardine, 
Matheson & Co. Ltd., William Forbes & Co., Macken- 
zie & Co. Ltd., Wilson & Co., Collins & Co., Liddell 
Bros. & Perrin, Cooper & Co. 

Steamer Lines Using the Port: Indo-China S. N. Co. 
Ltd., China Navigation Co., The China Merchants S. 
N. Co., Nippon Yusen Kaisha. Osaka Shosen Kaisha; 
Shanghai, Chefoo, Dairen, Tsingtau, Hongkong, Canton, 
Swatow, Kobe, Yokohama. 

Consular Representation: British, French, Italian, 

Japanese, United States, Belgium, Netherlands, Norway, 
Portugal, Russia, Spain, Sweden, Denmark. 

Distance from Taku bar to Tientsin, 36 miles by 
river. Distance from Taku bar to TongKu, 14 miles 
by river. The winter here is very severe, heavy ice 
forming in the Gulf of Pe Chili. Vessels coming to this 
port in the winter must always be liable to encounter 
ice. Chinwangtao is considered an **icefree port" and 
can berth vessels of 18 feet draft. The River Pei Ho 
is considered closed by ice from about December 15 to 
end of February. 

Taku Bar and Tientsin Achorage 

Vessels of 24 feet draft may lie nearly in their own 
draft of water about 8H miles from the forts, the 
mud being very soft, so that they could ground at L. W. 
The best position is at that distance, S. E. by E. of the 
South Cavalier, about 4>3 miles from the bar. The 
holding ground is excellent. The anchorage is a wild 
one in winter; at that period ships cannot anchor there 

at all owing to the ice. Sometimes vessels anchor in 
their own draft of water, for the mud is very soft, 
and if the water sets in from seaward the level of 
the sea is raised, whilst with off-shore winds, the sea 
is always smooth. The difference between the level 
of H. W. spring tides with a southeasterly wind, and 
L. W. springs with a northwesterly wind is 12j/^ feet, 
the spring rise being 10 feet. 


It is H. W. F. & C. at the bar at 3h. 30m.; spring rise 
about 10 feet, neaps 754 feet. The actual time of H. W- 
sometimes varies as much as 1% hours from the com- 
puted time, but seldom at springs. As soon as the flats 
are covered, the stream sets across the bar along the 
coast nearly parallel thereto, the flood running north- 
ward, the ebb southward, about 2 knots at springs and 
one knot at neaps. On the bar the stream is always 
weak. The influence of the direct tides in and out is not 
felt on the bar except towards L. W., when the stream 
is confined within the mud banks. Outside the bar 
the flood sets north, the ebb S.S.E. The tides are sub- 
ject to great irregularities. North and N.W. winds re- 
tard the flood and diminish its rise; east and S. £. winds 
increase the rise and retard the ebb. Slack water some* 
times lasts 3 to 4 hours at neaps. 

At Tientsin, H. W. is, on an average, 3^ to 4 hours 
later than at Taku bar. The tide takes from 3 to 4^4 
hours to rise. 

A considerable strength of flood may be expected in 
the Tientsin reach until the freshets commence in Au- 
gust, the flood running from 2 to 3 knots at springy, 
while the rise and fall is from 5 to 6 feet. At neaps the 
flood is weaker and the rise and fall from 3 to 4 feet. 

When there is flood tide in the Tientsin reach the 
following signals are shown from a crane near the 
head of the signal mast at harbor master's office: by 
day, a black ball 4 feet in diameter, and by night a red 

Harbor Regulations 

1. The term "vessel" in these regulations refers to 
vessels of foreign type. Regulations concerning native 
t3rpe craft are embodied herein only insofar as is 
necessary for their due control when working, in con- 
nection with foreign type vessels. They are regulated 
in other respects by special notifications. 

2. The control of the harbor authorities of the Port 
of Tientsin extends from above the International bridge 
to three miles to the eastward of the 12-foot contour 
of the Taku bar. 


3. The anchorages for foreign-type are: 

(a) For vessels other than those provided for in (b) 
and (c): 

At Tientsin, from the International bridge to the 
lower end of the Belgian concession. 

At Tangku, from the upper end of the China Mer- 
chants Steam Navigation Company's wharf to the North 

Outside the bar, from the 12-foot contour to three 
miles to the eastward of it. 

N. B. — When vessels are of too deep a draft to 
enter the channel across the bar, or when they have 
only passengers to land, or a trifling amount of cargo 
to handle, they may obtain special permission to work 
outside the Taku bar on application in writing to the 
Commissioner of Customs through their agents. 

(b) For explosives, in Powder Reach, Tangku, or 
outside Taku bar and clear of other shipping. 

(c) For quarantine purposes, outside the bar. 

4. Vessels entering the harbor will be boarded by 
an officer deputed by the harbor master, who will direct 
them to proper berths. 

5. Swinging berths shall be kept clear of craft in 
order to be always available for use. 

6. Vessels shall moor in accordance with instructions 
from the harbor master^ and shall not shift their berths 
without a special permit, except when outward bound. 

Digitized by 




7. Application for berths or for permission to shift 
must be made at the harbor master's office at Tientsin 
or at Tangku, according to the anchorage in which the 
vessel concerned is berthed, and the necessary in- 
structions concerning the berth will be given. If a 
vessel be instructed by the harbor master to shift its 
berth, it shall do so. 

Navigation Rules 

8. For a distance of 1,500 feet on either side of the 
center line of the Bar channel from 1% miles to sea- 
ward of the Outer buoy to the I>eep hole, the provisions 
of the Navigation Rules (A), given herein, are to be 

9. From the Deep hole to Tientsin the Special Navi- 
gation Rules (B), given herein, are to be observed. 

10. The provisions'of the International Regulations 
for Preventing Collisions at Sea are operative in the 
Haiho and its approaches except insofar as they are 
modified by the Special Navigation Rules referred to 
in Article 8. 

11. In Tientsin a vessel must not leave her berth 
or attempt to swing round while another vessel is 
passing through or entering the anchorage. 

12. Vessels are forbidden to go at such speed in the 
river as renders their wash dangerous to steamers lying 
alongside the bund or wharves, or to properly laden 
cargo boats and sampans. When properly authorized 
slow boards are erected (or an International Code Sig- 
nal to the same effect is made), vessels must go at such 
speed only as is necessary to keep them under com- 

The erection of slow boards is compulsory for all 
stationary points at which slow speed on the part of 
steamers is desired, such as wharves and pumping 


13. Vessels arriving at this port and having on board 
as cargo dynamite or other explosives, in whatever 
quantity, loaded shells, more than 100 pounds of gun- 
powder, any quantity of fixed ammunition in excess of 
20,000 rounds or the aggregate powder charges of which 
exceed 100 pounds, and vessels having received on 
board as cargo any of the aforesaid articles must either 
anchor outside the Bar clear of shipping, or in Powder 
Reach above Tangku, and remain there until special 
permission has been granted to discharge or to leave 
their moorings, and such explosives must be stored in 
the Government Explosive Godowns off Powder Reach 
if not moved within 48 hours. 

14. Every craft, of whatever description, conveying 
explosives or dangerous or inflamable goods through 
any part of the port shall exhibit a red flag by day 
and a red light at night where it can best be seen, at a 
height of not less than 12 feet above the highest part 
of the deck or house. 

Infectious Diseases 

15. Vessels having any infectious disease on board, 
or any disease suspected to be infectious, or the body 
of a person who died or is suspected of having died 
of an infectious disease, shall, as provided for in the 
Quarantine Regulations, on approaching the port, hoist 
the Quarantine Flag, anchor as provided for in Articl